
Class ^i_TVJ:^0 
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Procure These Railroad Books 

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Locomotive Breakdowns, by Geo. L. Fowler - J. 50 

Locomotive Catechism, by Robt. Grimshaw - 2.00 

New York Air Brake Catechism, by Robt. H. 

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PviblisKed s^nd For Sale By 

THE NORMAN W. HENLEY PUBLISHING GO. 

152 Nassau Street, New York City 



UP-TO-DATE 

NEW YORK 
AIR. BRAKE CATECHISM 

THE ONLY COMPLETE 

TREATISE ON THE NEW YORK AIR BRAKE AND AIR SIGNALL- 
ING APPARATUS, GIVING A DETAII^ED DESCRIPTION OF 
ALI, THE PARTS, THEIR OPERATION, TROUBI.ES, AND 

THE METHODS OF LOCATING AND REMEDYING THE 
- SAME. IT INCLUDES AND FULLY DESCRIBES AND 
ILLUSTRATES THE PLAIN TRIPLE VALVE, ^^ICK- 
ACTION TRIPLE VALVE, DUPLEX PUMP, PUMP 
GOVERNOR, BRAKE VALVES, RETAINING VALVES, 
FREIGHT EQUIPMENT, SIGNAL VALVE, SIGNAL 
REDUCING VALVES, AND CAR DISCHARGE 
VALVE. WITH SPECIAL CHAPTERS ON 

PISTON TRAVEL, WATER BRAKE FOR 
BOTH SIMPLE AND COMPOUND EN- 
GINES, MAIN RESERVOIR, SWEENEY 
COMPREvSSOR, TRAIN INSPECTION, 
TRAIN HANDLING,. PIPING, RF,-, , ,,^ , 

CORDING G^Gjf.si ^RULES; COT-' ■■' , /, i\ \ 

ERING GENERAL AIR BRAKE 

PRACTic:^,,^ j,MPRp.yi5p,, , ,, 

TESTS, fePA'KE LtvEk-!''. ^> , 
AGE, ETC., ETC., ETC. ' '' 

BY 



ROBERT R BLACKALL 

M 

HOR OF ' W^ESTINGHOUSE AlR BRAKE CATECHL 

FULLY ILLUSTRATED 



NEW YORK 

The Norman W. Henley Publishing Co. 
132 Nassau Street 

1904r 







LIBRARY of CONGRtSS^^ 
Two Copies Received 

APR 11 1904 

Copyright Entry 

CLASS ^ XXc. No 

COPY B 



Copyrighted 1904 

BY 

THE NORMAN W. HENI^EY 
PUBI^ISHING COMPANY 



MACGOWAN & SLIPPER 
PRINTERS 
30 BEEKMAN STREET 
NE-VSr YORK, N. Y., U.S.A. 



DeMcation* 



THIS BOOK IS LOVINGLY DEDICATED TO 
MY FATHER AND MOTHER 



PREFACE. 

The use of the ISTew York Air Brake has created a 
deraand for a book descriptive of the parts of the ap- 
paratus employed and an explanation of their opera- 
tion. 

The book has been written with the idea of furnish- 
ing information, not only for those who are interested 
in handling the brake, but for those as well who have 
to do with the installation and maintenance of it. 

Detailed information is contained bearing on the 
peculiarities, troubles, care and remedies, and a spe- 
cial effort has been made to have the index so ar- 
ranged that any point may be not only located in a 
particular chapter, but on a special page, thus mak- 
ing it a book of ready reference in which the informa- 
tion desired may be quickly found. In using the 
index, points in question may best be found by first 
locating the piece of apparatus concerning which 
information is desired; the point at issue may then 
be readily located under the main heading. 

Chapters which contain a large amount of general 
information on the general subject of brakes, train 
handling, train inspection, leverage, formulge, rules, 
etc., will be found, the object sought being to make 
the book as complete and interesting as possible to 
those interested in all branches of railroad service. 

A special effort has been made to make the book of 
value to those in road service who are expected to pass 
examinations as to their knowledge of the air-brake 

and its operation. 
April, 1904. Robert H. Blackall. 



TABLE OF CONTENTS. 

PAGE 

The Automatic Brake 13 

Plain Triple Valve 14—32 

The Quick-Action Triple Valve 33 — 47 

Peculiarities, Troubles and Care of the Quick-Action 

Triple Valve 48—54 

Engineer's Brake Valves 55 — 86 

Engineer's Brake Valfe, Vaughn-McKee or New Style.. 55 — 71 

Peculiarities and Troubles of the Brake Valve 72 — 75 

1902 Model Engineer's Brake Valve 76—78 

Engineer's Brake Valve, Old Style 79—83 

Troubles and Peculiarities of the Old Style Engineer's 

Brake Valve 84—86 

Air Pumps 87—93 

Pump Troubles, Peculiarities and Care 94 — 98 

Pump Governor 99 — 102 

Peculiarities and Troubles of the Pump Governor 103 — 104 

Oil Cups for the Air Pump Cylinder 105—107 

Main Reservoir 108—112 

Freight Equipment \ 113 — 116 

Piston Travel 117—128 

The Retaining Valve 129—136 

Combined-Automatic and Straight-Air Bralie Equipment 

for Engines and Tenders 137 — 148 

High-Pressure Control 149 — 155 

Duplex Control 156—158 

Signal System 159—166 

Peculiarities and Troubles of the Signal System 167 — 172 

The Sweeney Compressor 173 

Water Brake 174 — 181 

Train Inspection 182 — 191 

Train Handling 192 — 212 

Cam Brake 213 

Outside Equalized Driver Brake Leverage 214 — 216 

Lubricants 217 

Piping 218—220 

Air-Brake Recording Gages 221 — 225 

Practical Rules and Formulas for Air-Brake Inspectors 226 — 230 

Braking Power and Leverage 231 — 247 

Proper Size of Brake Cylinders for Use in Connection 

with Different Weights of Cars 248 



LIST OF ILLUSTRATIONS. 

General Plan of Equipment Plate I 

Plain Triple Valve (new style) Release Position Fig. 1 

Plain Triple Valve (new style) Service Position Fig. 2 

Plain Triple Valve (new style) Lap Position Fig. 3 

Plain Triple Valve (new style) Emergency Position.... Fig. 4 

Plain Triple Valve (old style) Release Position Fig. 5 

Plain Triple Valve (old style) Service or Emergency 

Position Fig. 6. 

Equipment for Passenger Car Fig. 7 

Quick-Action Triple Valve, Release Position Fig. 8 

Quick- Action Triple Valve, Service Position Fig. 9 

Quick-Action Triple Valve, Lap Position Fig. 10 

Quick-Action Triple Valve, Emergency Position Fig. 11 

Quick-Action Triple Valve (new style) for use with 

Small Cylinders, Side Section Fig. 12 

Quick- Action Triple Valve (new style) for use with 

Small Cylinders, End Section Fig. 13 

Quick-Action Triple Valve (new style) for use with 

Large Cylinders, Side Section Fig. 14 

Quick-Action Triple Valve (new style) for use with 

Large Cylinders, End Section Fig. 15 

Engineer's Brake Valve (new style) Running Position Fig. 16 

Engineer's Brake Valve (new style) Running Position Fig. 17 
Engineer's Brake Valve (new style) Running Position. 

Section Fig. 18 

Engineer's Brake Valve (new style) End View Fig. 19 

Engineer's Brake Valve (new style) End Section Fig. 20 

Engineer's Brake Valve (new style) End Section Fig. 21 

Engineer's Brake Valve (new style) Slide Valve Fig. 22 

Engineer's Brake Valve (new style) Supplementary 

Reservoir Fig. 23 

Engineer's Brake Valve (new style) Top Section Fig. 24 

Engineer's Brake Valve, 1902 model, Slide Valve Fig. 25 

Engineer's Brake Valve, 1902 model. Slide Valve Seat Fig. 26 

Engineer's Brake Valve, 1902 model, End Section Fig. 27 

Engineer's Brake Valve, 1902 model. End Section Fig. 28 

Engineer's Brake Valve, Release Position Fig. 29 

Engineer's Brake Valve, Running Position Fig. 80 

Engineer's Brake Valve, Lap Position Fig. 31 

Engineer's Brake Valve, Service Graduating Position.. Fig. 32 

Engineer's Brake Valve, Automatic Lap Position Fig. 33 

Engineer's Brake Valve, Emergency Position Fig. 34 



List of Illcisteations. 

Engineer's Brake Valve (old style) Vertical Elevation Fig. 3b 

Engineer's Brake Valve (old style) Horizontal Section.. Fig. 36 

Duplex PumiD Fig. 37 

Pump Governor Fig. 38 

Pump Oil Cup Fig. 39 

Pump Oil Cup Fig. 40 

Main Reservoir Drain Cocks Fig. 41 

Freight Equipment Fig. 42 

Pressure Retaining Valve Fig, 43 

Combined-Automatic and Straight-Air, Diagram of 

Piping Fig. 44 

Double Check Valve Fig. 45 

Straight-Air Brake Valve, Horizontal Section Fig. 46 

Straight-Air Brake Valve, End Section Fig. 47 

Reducing Valve, for Straight-Air Brake Fig. 48 

Safety Valve Fig. 49 

High-Pressure Control, Diagram of Piping Fig. 50 

Triplex Governor, Method of Piping Fig, 51 

Duplex Control Fig. 52 

Signal Equipment on Engine Fig. 53 

Signal Equipment on Car Fig. 54 

Car Discharge Valve Fig. 55 

Signal Valve, old style Fig. 56 

Reducing Valve, for Signal System Fig. 57 

Whistle, for Signal System Fig. 58 

Signal Valve, Latest Type Fig. 59 

Water Brake, for Simple Engine Fig, 60 

Water Brake, for Compound Engine, Side View Fig. 61 

Water Brake, for Compound Engine, End View Fig. 62 

Outside Equalized Brake Fig. 63 

Recording Gage, Revolving Type Fig, 64 

Recording Gage, Horizontal Type Fig. 65 

Lever of First Class Fig. 66 

Lever of First Class, Showing Application Fig. 67 

Lever of Second Class Fig. 68 

Lever of Second Class, Showing Application Fig. 69 

Lever of Third Class Fig, 70 

Lever of Third Class, Showing Application Fig. 71 

Hodge System of Leverage Fig. 72 

Stevens System of Leverage Fig. 73 

Hodge System of Levers for Cars Fig. 74 

Tender Brake Leverage Fig. 75 



New York Air-Brake Catechism, 



Previous to tlie introduction of tlie automatic 
brake, the straiglit-air brake was in use. 

With this brake the necessaiy parts located on each 
car were a brake cylinder and a train pipe, both being 
directly connected by a crossover pipe. The train 
pipe, as now, had flexible hose connections at either 
end of the car. 

On the engine was placed a pump, main reseivoir, 
pump governor, air gage, a three-way cock, and the 
necessary piping to connect the parts. 

The pump compressed air into the main reservoir 
and this reservoir held the entire amount of air to 
be used for braking purposes on all the cars. 

The straight-air valve or three-way cock controlled 
the flow of air from the main reservoir to the train 
pipe, directly connected with the brake cylinders; 
from the train i^ipe to the atmosphere, and it also had 
a lap position in which all parts were -blocked. 

Increasing the train-pipe pressure applied the 
brakes; reducing the pressure released them; with 
the automatic brake, the opposite is true, that is, a re- 
duction of train-pipe pressure applies the brakes and 
an increase of pressure causes them to release. When 
there is no air in the train pipe, the straight-air brake 

11 



12 New Yokk Air-Brake Catechism. 

is released ; witb. tlie automatic tlie train-pipe pressure 
is charged to a maximum when the brakes are not in 
use. 

The straight-air brake, owing to the slowness of its 
operation in long trains, the fact that a burst hose or 
broken train pipe would render it inoperative, and 
that severe jars which resulted in long trains owing to 
the head brakes applying so much ahead of those in 
the rear, was discarded for the plain automatic brake 
with which the braking power was stored in a special 
auxiliary reservoir located on each car. 



PLATE 1 

The New York Quick-Aetion Automatic Air Brake. 

Also Sigiial Apparatus. 



SUPPLEMENTARY HE<lEnvOtn 



DUPLEX AIR PUMP 




SIGNAL HOSE COUPLING 



SIGNAL HOSE COUPLING 



SIGNAL HOSE COUPLING 



The Automatic Brake. 

Q, Where was the difference in the equipment 
between the straight-air and automatic brake made? 

A. Besides the train pipe and brake cylinder, a 
plain triple and an auxiliary reservoir were added 
to tlie car. 

Q, With the cars equipped ivith the automatic 
brakej ivhat gain was made over the straight-air 
brake? 

A. (1) The necessary braking power, regard- 
less of the length of the train, was stored in the aux- 
iliary under each car for that car, so that the brakes 
could be full set very quickly compared to the action 
of the straight-air brake. (2) If the train broke in 
two or a hose burst, the triples would automatically 
apply the brakes, while with the straight-air the 
brakes could not be applied. 

Q, What was the essential feature of the auto- 
matic brake? 

A. The triple valve known as the plaim, triple, 
Q. Where was it located? 

A. On the car, at the junction of the train pipe, 
auxiliary, and brake cylinder. 

Q, Did the pump and three-way cock remain on 
the engine? 

A. Yes ; this was left for later development. 

13 



Plain Triple. 

There are two types of New York plain triple 
valves, one with a graduating spring and one with- 
out; one with a poppet and the other with a slide 
valve graduating valve. 

The description following is of the type containing 
the graduating spring and the poppet tyx>e of gradu- 
ating valve. 

Q, Name the different parts of the plain triple 
{Fig, 1). 

A. 8, is the graduating post; 9, the graduating 
spring ; m and n are feed ports ; 5 is the triple piston ; 
6, the slide valve; 7, is the graduating valve which 
works inside the slide valve; 12, a piston-packing 
ring; 18, slide-valve spring; Y, the port leading to 
the auxiliary; X. leads to brake cylinder; W leads to 
train-pipe pressure. 

Q, Of ivhat use are 8 and 9 {Fig. 1)? 

A. In applying the brakes, when piston 5 moves 
out and touches the stem 8, held by the graduating 
spring 9 (Fig. 2), the piston is stopped, if a gradual 
reduction is being made on the train pipe, when the 
piston has drawn the slide valve down far enough to 
make a port connection between the auxiliary and 
cylinder. 

Q, If a quick reduction is being made on the train 
pipe, ivill the spring 9 stop the triple pistonf 

14 



Plain Triple 



15 



r^ 



. ' 'Vq. pipe tap 
to brake cylinder 



i-jn. Pipe Tap 
To Auxiliary 
Reservoir \ 




|-in. Pipe Tap 
to I'raittLine 
W 



Fig. 1.— New Style Plain Triple Valve, Release Position, 



16 New Yoek Air-Beake Catechism. 

A. No; a quick reduction causes the triple piston 
5 to move out quickly, and the sudden impact com- 
presses the spring 9, allowing the piston 5 to move 
out until it strikes gasket 11, to what is known as 
emergency position (Fig. 4). 

Q, 5 {Fig, 1) is called the triple piston. How is 
it actuated? 

A. Train pipe pressure is on the lower side of the 
piston and auxiliary pressure on the upper or slide- 
valve side. It is by changing these pressures that 
the piston is moved. 

Q. What are the duties of the piston as it moves? 

A. To open and close the feed ports m and n (Fig. 
1) through which the train-pipe pressure flows into 
the auxiliary, to move the graduating valve 7 and the 
slide valve 6. 

Q. What is the duty of the graduating valve 7 
{Fig.l)f 

A. It is the small valve inside the slide valve, and 
its duty as it is moved backward and forward by the 
triple piston is to open and close the port p through 
which, in the service application, auxiliary pressure 
flows to the brake cylinder. 

Q, Does the graduating valve move every time 
the triple piston moves? 

A. Yes, because it is fastened to the stem of the 
piston by a pin which passes through both the gradu- 
ating valve and the stem of the triple piston. The pin 
is represented by the dotted lines running through 
the lower end of the graduating valve at right angles 
to it. 



Plain Tripli5. 



17 



X V2 PIPE TAP 
BRAKE CYLINDER 



^-in. Pipe Tap 
To Auxiliary 
Reservoir Y 




^-in. PipeTa|) 
to Train Line W 



Fia. 2 —New Style Plain Triple Valve, Service Position. 



18 New York Air-Beake Catechism. 

Q. Could IV e get along ivithout the graduating 
valvcf 

A. Yes, but the sensitiveness of tlie triple would 
be destroyed. 

Q, Hotv does the graduating valve make the 
triple sensitive? 

A, A reduction of train-pipe pressure causes tbe 
triple to assume service position, and after the auxil- 
iary pressure has expanded to a trifle below that in 
the train pipe, piston 5 (Fig. 3) moves back and 
closes the graduating valve on its seat. Train-pipe 
pressure had simply to overcome the friction on the 
triple-piston packing ring to do this, but had we no 
graduating valve the train-pipe pressure would have 
had to be strong enough to overcome the additional 
friction of the slide valve to move it back far enough 
to close port p. When wishing to apply brakes 
harder, a heavier reduction would be necessary to 
again move the slide valve to service position. With 
the graduating valve, the slide valve is moved to 
sei^dce position with the first reduction, where it re- 
mains until the brake is released or in case the emerg- 
ency is used. 

Q. JVhat are the duties of the slide valve? 

A. In the plain triple, when moved by the triple 
piston, it serves to make a connection between the 
auxiliary and the brake cylinder or between the brake 
cylinder and the atmosphere. 

Q. Does the slide valve move every time the 
piston moves? 

A. No ; the slide valve will not move when the 
piston starts down until it has moA^ed far enough for 



Plain Triple. 



J9 



j^ 1/2 PIPE TAP 



|-in. Pipe Tap 
To A axillary 
Reservoir I 




i-m. Pipe Tnp 
to Train Line W 



F:g. 3.— New Style Plain Triple Valye, Lap Position: 



20 New Yoek Aie-Beake Catechism. 

the lug just above tlie slide valve to strike the valve. 
The same, if the piston is down full stroke; when it 
starts back the slide valve will not move until the 
piston has gone back far enough to seat the graduat- 
ing valve. 

Q, Of what use is the spring 18 {Fig. 1)9 
A. Its duty is to hold the slide valve on its seat 
and to prevent dirt from collecting there when there 
is no auxiliary pressure to hold the valve on its seat, 
as when the car is ' ' dry. ' ' 

Q. Why is this valve called the triple valve? 

A. Because it automatically does three things; 
charges the auxiliary, applies the brake, and releases 
it. 

Q. If an engine couples to a car that is not 
charged, how does the triple charge the auxiliary on 
the car ivhen the hose is coupled and the angle cocks 
turned so as to alloiv the compressed air to flow into 
the train pipe on this car from the engine? 

A. A cross-over pipe from the main train pipe 
couples to the triple at W (Fig. 1). The pressure 
from the train pipe passes into the triple at W, 
through port c, as indicated by the arrow, into cavity 
B; thence through the feed ports m and n into the 
chamber where the slide valve moves and out into the 
auxiliary at Y, 

Q. Hoiv long does the air continue to floiv into the 
auxiliary? 

A. Just as long as the train-pipe pressure is 
greater than that in the auxiliary, that is, until the 
pressures are equal on the two sides of the triple 
piston 5. 



Plain Triple. 21 

Q. Hoiv are the two sides of the piston referred 
to? 

A. The lower side, having train-pipe pressure on 
it, is called tlie train-pipe side of the piston, and the 
upper side, having anxiliary pressure on it, the auxi- 
liary or slide-valve side. 

Q. What is necessary to cause piston 5 {Fig. 1) 
to move from release position? 

A. Any reduction of train-pipe pressure ; a break 
in the hose; the use of his valve by the engineer to 
make a train-pipe reduction. 

Q. If a reduction of train-pipe pressure is made, 
hotv does the triple respond? 

A. Auxiliary pressure now being greater forces 
the triple piston down. 

Q. What two things does the piston do ivhen it 
starts to move doivn? 

A. It closes the feed grooves m and n and moves 
the graduating valve from its seat. 

Q. Does the slide valve move as soon as the 
piston? 

A. No, not until the lug on the piston stem is 
drawn down far enough to rest against the slide valve. 

Q, What does the slide valve do as soon as the 
lug strikes and moves it doivn? 

A. It first closes the exhaust port ^ which in re- 
lease position connected the brake cylinder with the 
atmosphere through X, f, g, h, and k, 

Q, How far down does the triple piston travel? 



22 New Yoek Air-Beake Catechism. 

A. Until tlie projecting stem of the piston strikes 
the stem 8 held by the graduating spring 9 (Fig. 2). 

Q, When these stems touch, hoiv does the slide 
valve standf 

A. Port p of the slide valve is in front of port /, 
and, as the graduating valve was pulled from its seat 
when the piston first moved, the auxiliary pressure is 
now free to pass into the slide valve through port I, 
called the service or graduating port, which leads 
into port p. The air passes through port /, and out 
through X to the brake cylinder. 

Q. Hoiv long does the graduating valve remain 
off its seat so as to allow auxiliary pressure to floiv 
to the brake cylinder^ 

A. We reduced the train-pipe pressure to allow 
the greater auxiliary pressure to move the piston 
down and open the service or graduating port p be- 
tween the auxiliary and cylinder. Just as long as 
the auxiliary pressure is greater, the piston will stay 
down and the graduating valve remain unseated. As 
the auxiliary pressure expands into the brake cylinder 
it gradually becomes less until, when the train-pipe 
pressure becomes enough greater than that in the 
auxiliary to overcome the friction on the packing ring 
12 (Fig. 3), the piston automatically moves back and 
seats the graduating valve. 

Q. Does the slide valve move? 
A. No, not now. 

Q. Why not? 

A. The train-pipe pressure was just strong 
enough to overcome the auxiliary reservoir pressure 



Plain Triple. 23 

and tlie friction on the packing ring 12, move tlie 
piston back, and seat tlie graduating valve. With 
the ports all closed the piston would also have to 
compress the air in the auxiliary to go back any far- 
ther. Then, too, the pressure left in the auxiliary 
acting to force the slide valve on its seat produces a 
friction, if the valve were moved, that the train-pipe 
pressure as it stands is not sufficiently strong to over- 
come. 

Q. How do the auxiliary and train-pipe pressures 
now stand? 

A. Practically equal, although the auxiliary pres- 
sure had to be a trifle less to allow the triple piston 
to be moved back sufficiently to seat the graduating 
valve. The difference in pressure would be so slight 
that the pressures would quickly equalize through a 
slight leakage by the triple-piston packing ring. 

Q. The hrake is noiv partially applied and the 
triple is on ivhat is termed lap position; ivhat must 
he done to apply the brake harder? 

A. Another reduction of train-pipe pressure must 
be made. 

Q, Hoiv does this set the brake tighter? 

A. The auxiliary pressure once more being 
stronger than that on the train pipe forces the triple 
piston down until it is again stopped by the graduat- 
ing post. This movement is just sufficient to Linseat 
the graduating valve, the slide valve remaining 
where it was with its service port p (Fig. 2) in front 
of the brake cylinder. About the same amount of 
air pressure passes from the auxiliary to the cylinder 
as was taken from the train pipe, and the piston 



24 New Yoek Aik-Bkake CxriECHisM. 

once more liaving a trifle more pressure on the train 
pipe than on the auxiliary side moves back sufficiently 
to seat the graduating valve. 

Q. Hgic long can these train-pipe reductions con- 
tinue to be made and cause the brake to set harder f 

A. Until the pressures have finally equalized be- 
tween the auxiliary and the brake cylinder. 

Q. After the auxiliary and brake cylinder pres- 
sures ivere equal, ivoidd the brake set any harder if 
all train-pipe pressure were thrown to the atmos- 
phere? 

A. No ; when the brakes are full set the auxiliary 
and brake cylinder pressures are equal, and a further 
reduction of train-pipe pressure would only be a 
waste of air that the pump would have to replace in 
order to release the brakes. 

Q. If a further train-pipe reduction were made 
after the brake ivas full set, ivould piston 5 {Fig. 4) 
move any farther than until the piston and graduat- 
ing post touched? 

A. Yes; the spring 9 could not withstand the 
greater auxiliary pressure, as it is so much in excess 
of the reduced train-pipe pressure, and the piston 
would move down until it seated on gasket 11. In 
this position there would be a direct connection across 
the end of the slide valve between the auxiliary and 
brake cylinder, but the brake would not set any 
tighter, as the auxiliary and brake-cylinder pressures 
were already equal. 

Q. The brake is now full set. What is necessary 
to release it? 



Plain Triple. 25 

A. It is necessaiy to have the pressure on the 
train-pipe side of the triple piston greater than that 
on its auxiliary side. 

Q, Hoiv is this done? 

A. By moving the handle of the engineer's valve 
so as to connect the pressure stored in the large main 
reservoir on the engine with the train pipe. Air 
flowing from the main reservoir into the train pipe 
causes the pressure on the train-pipe side of the triple 
piston to be sufficiently strong to overcome auxiliary 
pressure and friction of parts and force the triple 
piston to release position. 

Q. When the triple is forced to release position 
the slide and graduating valves are carried tvith it. 
What two port openings are made in this positionf 

A. One between the train pipe and auxiliary 
through the feed ports m and n (Fig. 1) ; and one 
from the brake c^^inder to the atmosphere through 
ports /, g, h, and h. The triple is in release as shown 
in Fig. 1. 

Q. We notice that the feed grooves m and n {Fig. 
1 ) are very small. Hotu long ivould it take to charge 
an auxiliary from zero to seventy pounds luith a 
constant pressure of seventy pounds on the train 
pipe? 

A. About seventy seconds ; and occasionally a lit- 
tle longer. 

Q. Will it charge more quicMy than this icith a 
greater pressure than seventy pounds on the train 
pipe? 

A, Yes. 



26 New York Air-Beake Catechism. 

Q. Had ive a train of fifteen cars, could ive charge 
the fifteen auxiliaries as fast as ive coidd one? 

A. No, becanse we now have fifteen feed grooves 
in the triples drawing air from the train pipe, and 
the pmnp cannot compress air fast enough to keep 
the train-pipe pressure at seventy pounds. 

Q. Why not make these feed grooves larger so as 
to charge the auxiliaries more quickly f 

A. The purpose is to make the grooves sufficiently 
small that on a long train the auxiliaries will charge 
in equal time. On a long train there is a tendency 
for the head auxiliaries to charge faster than the rear 
ones, and especially if the triple-feed grooves are 
larger than those now used. 

Q, What is likely to happen if some auxiliaries 
charge faster than others f 

A. As the air is fed from the main reservoir back 
into the train pipe until those pressures are equal, and 
as the pump will not on a long train supply air as 
fast as the triple-feed grooves take it from the train 
pipe, it follows that the auxiliaries which charge the 
slower will continue to feed from the train pipe and 
cause a reduction that will set some of the head 
brakes. The tendency is always for the auxiliaries at 
the front of the train to charge quicker than those fur- 
ther back. 

Q. So far ive have spoken only of the action of the 
plain triple in the service application. What is the 
difference hetween the service and the emergency? 

A. In service the brakes apply gradually, while 
in emergency they go on very suddenly. 



Plak^ Triple. 



X ^A PIP'ETAP 

TO BRAKE CYLINDER 



i-in. Pipe Tap 
To AiixiLary 
Leservoir i 




l-in. Pipe Ta|) 

to Train Line W 



FxQ. 4._]S[ew Style Plain Triple Valve, Emergency Positt jn. 



28 New Yokk Aie-Bkake Catechism. 

Q, A gradual reduction applies the brakes in ser- 
vice. What kind of a reduction is necessary to set 
the brakes in emergency f 

A. A sudden reduction. 

Q, Describe the emergency action of the plain 
triple. 

A. The suddenness of tlie train-pipe reduction 
causes piston 5 (Fig. 4) to move down suddenly, 
striking the stem 8 a quick, sharp blow which the 
graduating spring 9 is not stitT enough to withstand. 
The piston travels down full stroke and bottoms on 
gasket 11. This is emergency position, and the slide 
valve has been drawn down so that air coming 
through Y from the auxiliary passes across the end 
of the slide valve directly into the large port / leading 
to the brake cylinder without first going through the 
small service port p in the slide valve, as it did in 
the service position. 

Q. Why does the brake set more quickly? 

A. Because the air goes direct to the cylinder 
through a larger port than is used in service. 

Q. Do IV e gain amy more pressure ivith this plain 
triple in emergency than in full service? 

A. No ; in both cases the auxiliary pressure equal- 
izes with that in the brake cylinder, but in emergency 
these pressures equalize more quickly because of the 
air reaching the brake cylinder through a larger port. 

Q. Are plain triples still used? 
A. Yes, but they are used almost entirely on en- 
gines and tenders. , -^ 



PloLin Triple Valve. 

Q» Upon tvhat equipment is the triple valve used 
which is shotrn in Figs. 5 and 6f 

A. In connection witli 6 and 8-incli driver and 
tender brake cylinders. 



To 

Auxiliary Y 
Reset-voir 




Fig. 5.— Plain Triple Valve. 

Q. Name the different parts of this triple valve? 

A. 3 is the piston packing ring ; 9, the slide-valve 
spring; 11, the cap; 12, the gasket; 13, the drain 
plug; 14, the bracket; 16, the nipple; 26, the cap 
bolts ; 27, the triple valve body ; 29, the plug ; 38, the 
slide valve, commonly spoken of as the exhaust slide 

29 



30 New Yoek Aie-Beake Catechism. 

valve ; 40, the triple piston ; 48, the graduating valve ; 
and 49, the graduating valve spring. 

Q. Explain lioiv this triple valve charges the auxi- 
liary reservoir? 

A. Air from the train pipe enters the chamber A 
and forcing it to the position shown in Fig. 5. It 
then passes through feed port h into chamber E and 
thence, as indicated, to the auxiliary reservoir. After 
a sufficient interval of time has elapsed port h will 
have equalized the train pipe and the auxiliary press- 
ures. 

Q, Explain the operation of this triple valve in 
response to a gradual or service reduction of train- 
pipe pressure? 

A. A description of the operation of this valve 
under these conditions, aside from the action of the 
vent- valve piston, would be but a repetition of the 
description of the operation of the quick-action triple 
in response to a service reduction. This will be 
found in the chapter especially devoted to this triple. 
Fig. 6 shows the position of the parts in a service 
application. 

Q. Hotu does this triple operate in response to a 
sudden or emergency reduction of train-pipe press- 
ure? 

A. A quicker movement of the parts results but 
the flow of air to the brake cylinder is the same as 
in a service application (Fig. 6). 

Q. All plain triple valves hut this one have the 
service position controlled hy a graduating spring, 
ivhy is one not used ivith this valve? 



Plain Teiple Valve. 



31 



A. Because i)iston 40 cannot move beyond gasket 
1^ in either a service or an emergency application of 
the brake, the same valves being nsed for either ap- 
plication. 

Q. If so desired, hoiv can this valve he cut out? 

A. By means of a cnt-ont cock placed in the cross- 
over pipe extending from the main train pipe to the 
triple valve. 



To 

Auxiliary Y 
Reservoir 



^ ■ 



mmmm^ 




Full Service or Emergency 
Position 



Fig. G —Plain Triple Valve. 



Q. If the exhaust slide valve leaks hoiv may it he 
detected? 

A. As the cavity of the slide valve is always over 
the exhaust port there will always be a leak at the 
exhaust of the triple when the brake is either applied 
or released if the seat of the slide valve is in poor 
condition. 



32 New Yoek Air-Beake Catechism. 

Q, How is a leaky graduating valve detected^ 
A. It only causes a leak at the exhaust port when 
the triple is in release position. It may leak in serv- 
ice position but the air passing by the valve passes to 
the brake cylinder where it can not escape since in 
this position the cavity of the exhaust valve 38 does 
not register with the port leading to the brake cylin- 
der. 

Q. What is likely to happen if the graduating 
valve leaks f 

A. When the triple is in service position this leak- 
age reduces auxiliary pressure and tends to release 
the brake. 

Q, What is the purpose of chamber Gf 

A. It acts as a drain cup; any accumulation of 

moisture .may be drained by removing the drain 

plug 13. 

Q. What ivould happen if any accumulation of 
moisture ivere not occasionally drained from cham- 
ber Gf 

A. It might freeze in winter and expand into 
chamber A. The expansion, due to freezing, may 
crack the casting, and any ice in chamber A would 
not permit piston 40 to move sufficiently far to apply 
the brake; in striking the ice the piston stem would 
very likely be bent. 

Q. Why is it necessary to have the triple valve 
shoivn in Fig. If 

A. This valve is especially designed for use with 
large cylinders and reservoirs ; the ports in it are cor- 
respondingly large. 



The Quick-Stction Triple. 

Q, Why is the quick-action triple necessary on 
long trains? 

A. T]ie plain triple was satisfactory so long as 
only the service application is used, bnt not so with 
the emergency application on a long train. In this 
latter case the head brakes would be full set so much 
sooner than those on the rear, that the slack of the 
train would run ahead and do great damage. 

Q. What tivo important advantages are gained by 
the quick-action triple f 

A. We are enabled to set the brakes throughout 
the train more quickly and before the slack has a 
chance to run ahead and do damage, thus permitting 
of a quicker stop and a higher safe speed for trains. 

Q, In the use of the service application, ivhat is 
the difference hettveen the results obtained ivith plain 
and the quick-action triples? 

A. None whatever; their action is practically the 
same. 

Q. Will these two kinds of triples scattered^ 
through a train ivork together properly in service ap- 
plications f 

A. Perfectly. 

Q, What does Fig. 7 illustrate? 

A. It shows the method of connecting the quick- 

33 



34 



New Yoek Aib-Bbakk (\\Th;cHisM. 




T?TE Quick- Action Triplk. 



n5 



action triple valve, brake cylinder, and auxiliary res- 
er-voir in a j)assenger equipment. 




Train 
Pipe 



Fig. 8.— Release Position. 



Q, Name the different parts of the quick-action 
triple valve {Fig. 8). 

A. 3 is the main piston ring; 9, the slide valve 
spring; 28, the strainer; o2, the drain plug; 38, the 



36 New Yoek Aie-Beake Catechism. 

slide valve, frequently spoken of as the exhaust slide 
valve ; 45, the vent valve piston ring ; 48, the graduat- 
ing valve; 49, the graduating valve spring; 71, 131, 
20, the vent valve complete; 117, the check valve ; 118, 
the check valve spring ; 119, the check valve cap ; 125, 
the triple valve body; 126, the front cap; 128, the 
main piston ; 129, the vent valve piston ; 130, the vent 
valve seat ; 132, the vent valve spring ; 133, the main 
cylinder gasket; 134, the front cap gasket; 137, the 
quick-action valve piston; 138, 139, 20, the quick- 
action valve complete; 140, the quick-action valve 
spring ; 141, the quick-action valve cap ; and 142, the 

piston stop. 

• 

Q, What do Figs. 8, 9, 10 j and 11 represent? 

A. A diagrammatic representation of the quick- 
action triple valve in release, service, lap, and emerg- 
ency positions. They are for explanatory purposes 
only and serve to give a clearer understanding of 
the parts and ports, as well as the operation of the 
triple valve. 

Q. What parts of this triple are employed in the 
service application of the brake f 

A. The triple piston 128, exhaust slide valve 38, 
and the graduating valve 48. 

Q. Eoiv is the auxiliary reservoir charged? 

A. Air enters the triple valve from the train pipe 
(Fig. 8), as indicated by arrows, passes through the 
feed port B, through the slide-valve chamber and on 
to the auxiliary reservoir. 

Q. Of ivhat use is the small port F (Fig. 8)? 

A. To charge chamber G with a pressure equal 



The Quick-Action Teiple. 



37 



to that in the train pipe and auxiliary reservoir, and 
to permit air to escape from this chamber during a 
service application of the brake, as will be explained 
in detail hereafter. 




Fig. 9.— Service Position. 



Q. Of what use is stop 142f 

A. To keep piston 129 from moving any farther 
to the right. 



38 



New Yoek Aie-Beake Catechism. 



Q. Which in addition to piston 128, graduating 
valve 48 J and slide valve 38 are the parts of the triple 

used in emergency? 




Train 
Pipe 



Fie. 10.— Lap Position. 



A. 129, 71, 132, 131, ports H and M, 137, port J, 
139, 138, 140, ports K and L, and cheek valve 137 
(see Fig. 11), 



The Quick-Action Tiuple. 



39 



Q. When a gradual reduction of train-pipe press- 
ure has been made, hoiv is the triple affected? 
A. As tlie train-pipe pressure is slowly reduced 




Fig. 11— Emergency Position. 



(see Fig. 9), port F is sufficiently large to permit 
the air in chamber G to be gradually forced into the 
train pi]3e by the greater auxiliary pressure at the 



40 



New York Air-Beake Catechism. 



right of piston 128, thus permitting piston 128 to 
move to the left without disturbing piston 129. As 
piston 128 moves out it closes the connection between 
the train pipe and the auxiliary reservoir by moving 
out past feed port B. When the lug on the piston 




I Train Pipe 



Fig. 12.— Side Section New Style Quick- Action Triple Valve 
FOR 8 AND 10-Inch Cylinders. 



stem back of the exhaust slide valve 38 comes in con- 
tact with the valve, it is moved ahead, closing the 
connection between the brake cylinder and the atmos- 
phere. Just after the exhaust is closed the gradu- 
ating valve has been moved sufficiently to establish a 
port connection between chambers iV and by means 



The Quick-Action Tkiple. 41 

of port p. The auxiliary reservoir pressure is now 
free to pass to the brake cylinder and force out the 
piston; it expands until such time as it is slightly 
less than that in the train pipe, at which time this 
pressure forces j)iston 128 back far enough so that the 
graduating valve closes port p leading to the brake 
cvlinder. The triple is now in lap position (Fig. 
lb). 

Q. Why does the piston stop? 

A. Because port p being closed, train-pipe press- 
ure, if it forced piston 128 back any farther, would 
not only have to overcome the additional friction 
necessary to move the large slide valve 38, but would 
also have to overcome the auxiliary reservoir press- 
ure ; the train-pipe pressure is not sufficiently strong 
to do this, and the movement of the piston stops as 
described. 

Q, If another train-pipe reduction is made hoiv 
does the triple respond? 

A. The auxiliary resen^oir pressure, which is now 
greater, forces piston 128 out and it in turn draws the 
graduating valve 48 ahead sufficiently to again ex- 
pose port p leading to the brake cylinder. ^A^en 
auxiliary reservoir pressure expands, and again be- 
comes less than that in the train pipe, piston 128 and 
graduating valve 48 are again forced back to lap 
position. 

Q. In response to a reduction of train-pipe press- 
ure the exhaust slide valve 38 is moved out where it 
remains until ivhen? 

A. Until it is desired to release the brake, 



42 New York Air-Brake Catechism. 

Q. To release the brake the train-pipe pressure is 
increased, hoiv does the triple valve respond? 

A. Tlie train-pipe pressure, now being sufficiently 
great to overcome the auxiliary pressure and the fric- 
tion of the slide valve, forces piston 128 to the extreme 
right, in which position the exhaust slide valve is as 
shown in Fig. 8. In this position brake cylinder 
pressure can, as indicated, escape to the atmosphere 
through port x. Feed port B now connects the train 
pipe and the chamber leading to the auxiliary reser- 
voir ; hence this reservoir will be charged to a pressure 
equal to that in the train pipe. In this position port 
F again recharges chamber G. 

Q. Explain the effect of a sudden reduction of 
train-pipe pressure. 

A. Air from chamber G cannot feed through port 
F quickly and the sudden reduction permits the auxi- 
liary reservoir pressure to force pistons 128 and 129 
to the left before the air in chamber G has an oppor- 
tunity to escape (see Fig. 11). The stem of piston 
129 forces vent valve 71 from its seat, allowing train- 
pipe pressure to pass through j)ort H and force piston 
137 to the right. The stem of piston 137 forces valve 
139 from its seat, allowing auxiliary reservoir press- 
ure to pass through the large port K and L, unseat 
check valve 117 and pass into the brake cylinder. 
Port J is uncovered when piston 137 is forced to the 
right and train-pipe pressure passes to the atmos- 
phere through ports M and J, thus making a sudden 
reduction of train-pipe pressure which starts the next 
triple into quick-action, this one starts the succeeding 
one, and so on throughout the train. Port p is also 



The Quick-Action Triple. 43 

uncovered and permits reservoir pressure to reach 
the brake cylinder as in the service application. 

Q. What causes piston 137 to again assume its 
normal position f 

A. When the vent valve 71 closes any pressure in 
front of piston 137 quickly escapes through ports M 
and J, at which time spring 140, aided by the auxili- 
ary reservoir pressure in passage K, forces piston 137 
to the position shown in Fig. 8. 

Q. How is tlie release of the brake accomplished? 
A. By increasing the train-pipe pressure the same 
as after a service application. 

Q. If a partial service application of the brake 
has been made can the emergency feature of the brake 
be brought into playf 

A. No. 

Q. Explain the ansiver to the previous question? 

A. The partial service application permits air to 
be forced from chamber G and thus destroys the rela- 
tive positions of pistons 128 and 129, and the latter 
cannot, in response to a sudden reduction of train- 
pipe pressure, be forced over so as to unseat vent 
valve 71 and thus produce the emergency action. 

Q, What do Figs. 12 and 13, 14 and 15 illustrate? 

A. They illustrate modifications made in the 
quick-action triple valve for the purpose of obtaining 
a quicker equalization between the auxiliary and 
brake cylinder in an emergency application of the 
brake. Figs. 12 and 13 show two views of the quick- 
action triple valve for use with 8-inch freight and 10- 
inch passenger equipment; Figs. 14 and 15 show two 



44 



New York Air-Brake Catechism. 



views of the quick-action triple valve for use with 12 
and 14-inch passenger equipment. 

Q. Of ivhat do the changes consist in the two triple 
valves? 

A. In both triples the port F has been removed 
from the vent valve piston to the stem of the piston ; 




Fig. 13.— End View op Fig, 12. 



in the triple for use with 12 and 14 inch cylinders 
the graduating valve has been placed on top of the 
exhaust slide valve instead of following it as in the 
former triples and in the present standard of quick- 
eiction triple valve for 8 aiid 10 inch cylinders. Port 



The Quick-Action Tkiple. 



45 



M has been eliminated, the shape and position of port 
J (Fig. 13) has been changed and port N has been 
added, this latter port being restricted by the shape 
of the bushing. 




Train Pipe 



Fig. 14— New Style Quick -Action Triple Valve for 
12 AND 14-Inch Cylinders. 

Q. What is the object of changing port F from 
the piston to the stem? 

A. In an emergency application the vent valve 
piston is forced forward, and as the stem of the vent 
valve forms a fair fit in the vent valve seat 130 the air 
from chamber G escapes more slowly than formerly, 
thus tending to hold the vent valve from its seat 



46 



New York Ate-Brake Catechism. 



longer. This tends to permit more air to reach the 
emergency piston and this in turn tends to hold valve 
138 from its seat longer and permit auxiliary reser- 
voir and brake cylinder pressures to equalize more 
quickly. 



i27 




Fig. 15.— End View of Fig. 14. 

Q. What is the idea of placing the graduating 
valve on top of the exhaust slide valve in the quick- 
action triple valve for 12 and 14 inch cylinders? 

A. To reduce the friction as much as possible. In 
the other forms of quick-action triple valves it is 
necessary, during a portion of the stroke, for the pis- 
ton to have to overcome the frictional resistance of 



The QiTicK-AcTTOT^ Triple. 47 

two slide valves. In the latest special triple valve it 
is never necessary for the piston to overcome the fric- 
tion of but one valve at a time. 

Q. In a service application of the brake does the 
triple piston always move out against the gasket 133 f 

A. This movement may take place, bnt the travel 
of the piston depends upon the length of train. When 
the length of train pipe becomes such that the full 
service port opening can take air from the auxiliary 
reservoir faster than the brake valve can take it from 
the train pipe, the graduating slide valve is only 
moved sufficiently far to open the service port an 
amount that will reduce the reservoir pressure as fast 
as that in the train pipe is being reduced. 



Peculiarities, Troubles and Care of the Quick- 
action Triple Vatlve. 

Q, What could ivholly or partially stop the charg- 
ing of an auxiliary reservoir? 

A. The strainer in the train pipe where the cross- 
over pipe leading to the triple joins the main train 
pipe, or the strainer 28 in the triple (Fig. 8) being 
filled with dirt, scale, cinders or oil. The feed port 
B in the triple might be plugged, the triple might be 
cut out, or there might be a leak in the auxiliary 
which let the air out as fast as it came in. 

Q. If all of the auxiliaries did not charge alike, 
that is equally fast, ivhat icoidd be the effect? 

A. If we wished to apply the brakes very soon, 
the ones with the auxiliaries not fully charged would 
not respond to the first reduction of train-pipe pres- 
sure. 

Q. Will any other trouble residt from the strain- 
ers being corroded or dirty? 

A. Yes ; we might not be able to make a sufficiently 
quick reduction on the triple piston to get quick 
action. 

Q. One triple going into quick action makes a sud- 
den train-pipe reduction, which starts the next triple, 
and that one the next, and so on throughout the train. 
If five or six cars together in a train ivere cut out, 
had plain triples, or very dirty strainers, would the 

48 



Peculiarities of the Triple Valve. 49 

triples back of these go into quick-action when tjie 
engineer made a sudden rediictionf 

A. No, on account of the action of friction in tlie 
passage of the sudden reduction through tlie six-car 
lengths of pipe. The friction gradually destroys the 
suddenness of the reduction, and there is only a slight 
and gradual reduction on the train pipe back of the 
cars cut out. 

Q. What had effect would result in such a case if 
the engineer did not continue making a rediictionf 

A. The air coming ahead from the back of the 
train would kick off the head brakes. 

Q. Coidd these brakes in the rear of the train be 
applied? 

A. Yes ; in service but not in emergency. 

Q, Water sometimes collects in cavity P of the 
triple^ Where does it come from? 
A. It works back from the pump. 

Q. What bad effect uill water have at this point? 
A. It is likely to freeze in winter and block the 
flow of air through the triple. 

Q. What shoidd be done in such a case? 

A. Apply burning waste and, when thawed, re- 
move the drain plug 32 to remove the water, or the 
trouble will recur. 

Q. If Cfie triple goes into quick-action, ivill the 
rest gof 

A. Yes; as a sudden reducucn is made on the 
train pipe through the emergency parts of the triple 
in this case. This sudden reduction starts the next. 



50 New Yokk Aie-Beake Catechism. 

an^ that the next, and so on throughout the train. 
This would not be true, liowever, on the cars where 
tlie triple pistons had reached service position. 

Q. What is the probable trouble ivith a brake 
which, when set in service, luill sometimes remain set 
and sometimes release? 

A. A dirty slide valve or graduating valve, which 
sometimes seats properly and at others not; in the 
latter case auxiliary pressure escapes to the brake 
cylinder and allows train-pipe pressure to force this 
triple to release position. 

Q. Hoiv may this defect be remedied? 

A. Eemove the triple piston and attached parts, 
clean carefully, loosen the packing ring without re- 
moving, and rub a little oil on the slide valve bush and 
ring with the finger. 

Q. Why not pour on the oil? 

A. Too much oil is bad, as it collects dust, which 
with the oil forms gum. This causes the triple to 
stick. 

Q. What effect uill a leak ifi the train pipe have if 
the brakes are not set? 

A. It will simply cause the pump to work harder 
to supply it. 

Q. What effect would the leak have if the brakes 
were set? 

A. It would cause them to apply harder. 

Q. Will the leak on the train pipe on a car cause 
only the brake on this car to apply harder, or will it 
affect all the brakes? 



Peculiamties op the Triple Valve. 51 

A. All, as the train pipe is continuous throughout 
the train. 

Q. What effect will a leak in an auxiliary have if 
the brakes are released? 

A. It will keep the pump at work the same as a 
train-pipe leak. 

Q. What effect would this leak have if the brakes 
trere appliedf 

A. It will leak the brake off on the car where the 
leak is, and then, draT>ing air from the train pipe 
through the feed ports, it will gradually apply the 
other brakes harder. 

Q. What icould cause a constant blow from the 
exhaust port? 

A. A leaky slide valve 38. 

Q. What u'oidd cause a constant bloiv through port 
M or Jf 

A. A leak on the seat of valve 139 or 131, or check 
valve 117, if the brakes were a]3plied. The tirst defect 
would probably cause a blow at port J and the latter 
ones at M. 

Q. Coidd a leak past valve 139, 'Fig. 8, cause a 
hloiv at other than ports J and Mf 

A. Yes ; if a bad leak existed, the pressure could 
lift check 117, pass to the brake cylinder, and thence 
to the atmosphere if the triple valve were in release 
position. 

Q. What uill be the effect of a leaky graduating 
valve? 

A. This will tend to cause a leak at the exhaust 



52 New Yoek Aik-Brake Catechism. 

port when tlie triple valve is in release position, and 
to release tlie brake wlien applied. 

Q. Why does tlie hloiv not continue after the brake 
is applied? 

A. Because tlie exhaust port is closed wlien the 
triple piston moves to service position. 

Q. Why ivill leakage by this valve tend to release 
the brake? 

A. Because it reduces the auxiliary reservoir pres- 
sure to the still lower brake-cylinder pressure, thus 
permitting the greater train-pipe pressure to force the 
triple piston to release position. 

Q. Will a graduating valve that leaks ahvays re- 
lease a brake? 

A. No ; this depends upon how much leakage 
there is, and upon the condition of the packing ring 
in the triple piston. If this ring leaks sufficiently to 
permit air to feed from the train pipe to the reservoir 
as fast as it is leaking from the 'reservoir, the leakage 
by the graduating valve will have no other effect than 
to gradually take air from the train pipe, tending to 
apply the other brakes harder'. 

Q. What trouble tcoidd residt if port F became 
corroded so that the pressure in chamber G coidd not 
feed into the train pipe as fast as a gradual reduction 
of train-pipe pressure ivas being made? 

A. Piston 129 would be forced out as in emer- 
gency, and throw the whole train into quick action. 

Q. What effect ivould result if check valve 117 
leaked? 
A. When the brakes were applied either in service 



Peculiarities of the Triple Valve. 53 

or emergency, air from the brake cylinder would feed 
by the check valve into port L, by the stem of piston 
137 and to the atmosphere through port J. The leak- 
age would tend to gradually release the brake on this 
particular car the same as if the packing leather 
leaked in the brake cylinder. 

Q. Will hrdking power he lost if train-pipe reduc- 
tions are continued after the brakes are full set? 

A. It is likely to be lost very slowly, on cars that 
have been in service for some time, and which have 
not been well maintained. 

Q. Explain this last answer, 

A. When the train-pipe reduction has been con- 
tinued after the reservoir and cylinder pressures have 
become equalized, the auxiliary and brake cylinder 
pressures will be directly connected, and any air that 
can leak by piston 128 into the train pipe represents 
so much of a loss in braking power. If valve 117 or 
139 leaked under these conditions, there would be an 
additional loss of braking power due to back leakage. 

Q: What effect ivoidd he noticed if valve 139 
leaked? 

A. There would be a constant escape of air at port 
J, which would keep the pump working when the 
brakes were not applied. When they were applied, 
the leakage of auxiliary pressure would release the 
brake on this car. When this brake released, the feed 
groove would supply the leak, thus causing a train- 
pipe reduction, which would help to creep the other 
brakes on harder. 

Q. Does this triple apply the hraJces any harder 
in emergency than in the service application^ 



54 New York Aie-Beake Catechism. 

A. No; the brake is not applied any harder, but 
it is applied more quickly, owing to the use of two sets 
of ports, the one controlled by the emergency parts 
being comparatively large, thus permitting of a quick 
passage of air from the auxiliary to the brake cylin- 
der. With this triple valve train-pipe pressure is 
vented to the atmosphere in emergency instead of to 
the brake cylinder. 

Q. What is most often responsible for the emer- 
gency application of the brake in response to a grad- 
ual or service reduction of train-pipe pressure? 

A. A dirty triple valve; one which sticks and 
operates in jumps. 

Q. Are passenger and freight triple valves the 
same? 

A. No ; the ports correspond with the size of brake 
cylinder with which they are to be used. 

Q. Hoiu may the two triples be distinguished from 
each other? 

A. A letter P is cast on the passenger triple valve. 

Q. After an emergency application of the brakes, 
irhy 'IS it that occasionally one of the brakes ivill 
stick, and tend to stick all of the other brakes, ivhen 
an attempt is made to release? 

A. This is caused by the vent valve sticking open, 
thus causing the air to be taken from the train-pipe 
faster than it can be supplied. 

Q, What should be done in such a case? 

A. Locate the faulty triple by the blow at the 
vent port, and, if jarring will not cause the blow to 
cease, the brake on this car should be cut out. 



Engineers' Brake Valves. 

In the description of the two latest types of brake 
valves all views are not repeated where the corres- 
ponding views are alike, as are the horizontal outside 
views of the valves (Figs. 16, 17, and 19) and the 
supplementary reservoir, Fig. 23. 

The chief changes in the 1902 valve, as compared 
with the previous valve, consist in the addition of the 
ball-check valve 183 (Fig. 29), the vent valve 180, 
the addition of port (Figs. 27 and 29), also of cav- 
ity P (Fig. 25) in the slide valve, and a modification 
in the shape of ports T. 

The views of the 1902 model brake valve showing 
release, running, lap, beginning of service, service 
graduation, and emergency positions also illustrate 
the corresponding position of the parts in the earlier 
valve. 

Q. Name the different positions of the hrake 
valve and explain their uses. 

A. Release position is the extreme position of han- 
dle 123 to the right (Fig. 29). This position is used 
to release brakes and to obtain a quick recharge; if 
the brake-valve handle is left in this position, the train 
pipe and the auxiliary reservoirs will be charged with 
a pressure equal to that carried in the main reservoir. 

Running position is the next one to the left, the 
position of the handle as shown in Fig. 30. This is 
the position used when the brakes are inoperative, as 

55 



56 



New Ycek Aik-Bhake Catechism. 



wlisn tlie engine is using steam. In tliis position an 
excess pressure of 20 pounds will be carried in the 
main reservoir. 

Lap position is the next one toward emergency posi- 
tion (Fig. 31). In this position all ports are blanked 



ToSma 



Reservoir 
155 

To Air- 
Guage 

(Red Hand) 




I02A 



To Main Reservoir 

Fig. 16.— Running Position 



except port 0, which is open through cavity P to the 
atmosphere. 

The service 2fraduatin^ positions are the five 
notches as indicatecl in Figs. 17 and 32. With the 
brake-valve handle in any of these notches a gradual 



Engineers' Brake Valve. 



57 



or service reduction of train-pipe pressure will be 
made. 

With trains of ^ve cars or less the first service 
notch is used for the first reduction ; to obtain heavier 
reduction the handle is moved to the successive 




Pump 
ernor 



Small 
servo ir 
155 



ir Gauge 
k^Hand) 



To Train Pipe 

Fig. 17.— BuNNiNa Position. 

notches. With longer trains the second notch should 
be used for the initial reduction. 

The emergency position is that at the extreme left 
(Fig. 34). This position is used when it is desired to 
obtain a sudden application of the brakes, as in an 
actual case of danger. 



58 



New York Air-Brake Catechism. 



Q. Name the different penis of the older form of 
valve (Figs. 18 and 20). 

A. 90 is the feed valve spring ; 96, oil plugs ; 97, 
feed or excess pressure valve; VdlA, valve body; 




Train Pipe 

Fig. 18. — Running Position. 



102^, back cap; 104^, equalizing piston; 110, grad- 
uating valve; 111, graduating valve spring; 112, 
graduating valve lever ; 113, fulcrum pin ; 114:A, main 
slide valve; 115^4, valve cover; 116, connecting links; 
117, link pins ; 118, slide-valve lever; 120, lever shaft; 
121 (Fig. 20), lever shaft packing; 123, valve handle; 



Engineers' Beake Valve. 



59 



124, quadrant; 155 (Fig. 23), supplementary reser- 
voir, and 172, the quadrant latch. 

Q. What pressure is in chamber A on the right of 
piston 104A (Fig. 18 )f 

A. Train-pipe pressure. 




Air Gauge 
ack Hand) 



To Main To Train Pipe 
Reservoir 

Fig. 19— Exd View. 



Q. What pressure is on the left of piston 104A? 
A. Chamber D pressure. It is connected with the 
supplementary reservoir. Fig. 23. 
Q. What pressure is in chamber Bf 
A. Main reservoir pressure. 



60 



New Yokk Air-Brake Catechism. 



Q. Hoiv is the graduating valve 110 operated, and 
of what use is it? 
A. The valve is controlled by lever 112, fulcrum 




To Main To Train Pipe 
Reservoir 

Fig. 20.— End Section. 




To Train Pipe To Main 
Reservoir 

Fig. 21.— End Section. 



at 113. The movement of lever 112, fastened to the 
stem of the piston 104^, is controlled by the move- 
ment of the piston. It stops the escape of train-pipe 
pressure at the proper time during a service applica- 
tion. 

Q. Eoiv is piston 104 A actuated? 



Engineers' Beake Valve. 



61 



A. Its movement is tlie result of the change of 
pressures on either side of it; that on the right is 
train-pipe pressure, and that at the left is supple- 
mentary reservoir pressure (Fig. 23). 

Q. Of uhat use is port- H in the valve seat {Fig. 
21)? 

A. It connects with another port H which runs 
the length of the body (Fig. 24). One end of the port 
is connected with the supplementary reservoir (Fig. 
23), and the other at the left of piston 104.4. 





Fig. 22. - F.\ce of Slide 
Valve. 



Fia. 23.— Supplementary 
Reservoir. 



Q. In what position is the valve as shown in Figs, 
IS and 30 f 
A. Running position. 

Q. Explain running position. 

A. In this position the ports F, G, and K are 
closed and we have a communication between the 
main reservoir and train pipe. Air feeds into the 
valve from the main reservoir (Fig. 16) into cavity 
B (Figs. 18 and 20). When the pressure in the main 
reservoir is enough greater than that in the train pipe 
to compress spring 90 (Fig. 20), the valve 97 is forced 
from its seat and air passes into chamber E. 

Looking at E in Fig. 18, we see that the air is free 
to pass into port M and down into the train pipe or 



62 



New Yoek Aie-Beake Catechism. 



chamber A. Valve 97 and s})]'ing 90 give us our ex- 
cess pressure in this position. Port J (Figs. 21 and 
22 ) is so placed in the slide valve that in running posi- 
tion it is directly over chamber A and port H. We 
thus have Loth sides of piston 104^ connected. 

Q. Explain lap position, 

A. Lap is the position beyond running toward 
emergency (Fig. 31). The slide valve is moved suf- 
ficiently to close the communication between the main 
reservoir and train pipe by shutting off port M from 




f To Small Reservoir 155 



Fig. 2L— Top Section. 

chamber A; but, as described in running position, 
chamber A and the supplementary reservoir are con- 
nected through port J. 

Q. Explain service position. 

A. The valve is in service position when the latch 
is in one of the graduating notches marked service 
(Fig. 17), and the parts are shown in service position 
in Fig. 32. Before reaching this position the connec- 



Engineers' Brake Valve. 



63 



tion between chambers A and D through ports J and 
H was closed. In service position the slide valve 
114^ is moved far enough to the right so that port 
F (Fig. 22) is over chamber A. Train-pipe pressure 
passes from chamber A through port F and the cavity 
of the slide valve 114 J., thence through port G, which 
is now over port C, and out to the atmosphere (Fig. 
32). 

No air has been taken from chamber D, and when 
the train-pipe pressure in chamber A has been re- 
duced so that the pressure in chamber D is sufficiently 



FACE OF SLIDE VALVE 



K > 



rT"-rJ-^ 



^''S'-~'---^^^ ^ 



I.' 



[g^iig:^F 



Fig. 25. 




Fig. S'^. Slide Valve Seat. 



strong, it forces piston 104^ to the right until the top 
of lever 112 has moved the graduating valve 110 far 
enough to the left to close port F. By the time the 
graduating valve has closed port F (Fig. 33), the 
pressure in chamber D has expanded sufficiently to 
make it equal with that in the train pipe or chamber 
A. When the valve latch has been placed in one of 
the graduating notches it should be left there until 
another reduction is desired, when it is again moved 
toward emergency position according to the reduc- 
tion desired. 

Q. If, on account of a temporary derangement, 
the graduating valve uill not cut off ivhen placed in 
a service notch, ivhat shoidd he done? 



64 



New York Ate-Brake Catechism. 



A. When tlie desired amount of train-pipe reduc- 
tion has been obtained, tlie brake-valve handle should 
be moved toward lap position until the discharge of 
air ceases. 

Q. Which service notch is used ichen making tlie 
first reduction? 

A. With ^YQ cars or less it is customary to use 
the first notch; on a longer train, or on a heavily- 



TO 
GOVERNOR 



TO GAGE 

Black Hand 

Train Pipe 

Pressure 




TO GAGE 

Red Hand 

Main 
Reservoir 
Pressure 



To ' To 

Train Main 

Pipe Reservoir 

Fia. 27.— End Section. 




Fig. 28 —End Section. 



loaded freight train, the second notch may be used, 
and the valve handle is placed in the other service 
notches according to the amount of braking power 
desired. 

Q. Explain emergency position. 

A. In emergency position the slide valve has been 
moved to the extreme left, and the parts of the valve 
are in the position shown in Fig. 34. With the valve 



Engikeers ' Brake Valve. 



65 



in this position, air passes from chamber A through 
the large ports J , K (Figs. 22 and 34), and through 




Fig. 29.— Release Position. 

port C to the atmosphere, thus making a sudden re- 
duction that causes the triple valves to respond in 
quick-action. 



66 



New Yoek Aik-Beake Catechism. 



Q. Explain quick-release position. 
A. When the handle is moved to quick-release 
position (Fig. 29), the slide valve 114^ (Fig. 22) is 




Fig. 30.— Running Position. 



Engineers ^ Beake Valve. 



67 



carried to the extreme right and air passes direct from 
cavity B (main reservoir pressure) by the end of the 
slide valve into chamber A, or train-pipe pressure, 
also into chamber E and thence to the governor. In 
this position air in chamber B passes through ports 




Fia. 31.— Lap Position. 



68 



New York Air-Beake Catechism. 



H, J, and K into cavity C and out to the atmosphere ; 
chamber B is thus emptied. With no pressure in 
chamber D the train-pipe pressure in chamber A 
forces piston 1,04^ to the extreme left. 




Fig. 32— Service Graduatixg Position. 



Engineers ' Brake Valve. 



69 



Q, What should he done ichen the valve is placed 
in release position? 

A. It should be left there long enough to permit 



115A 




Fig. 33.— Automatic Lap Position, 



70 



New York Air-Beake Catechism. 



all the air in chamber D to escape or piston 104^ will 
not be moved to its proper position at the left (Fig. 
18). 

Q. What should he done before applying the brake 
after the valpe has been returned to running position? 

A. Leave the valve handle in running position 
long enough to charge chamber D or supplementary 

\ 




fiQ, 34,— Emergency Positioj?, 



Engineers' Bkake Yalve. 71 

reservoir 155 (Fig. 23), which is connected to the 
brake valve as indicated in Fig. 16. 

Q, What will happen if the valve is moved to 
service position direct from fidl release? 

A. There will be no air in chamber B to force pis- 
ton 104^ to the left and cause the graduating valve 
110 to close port F. As a result the brakes will apply 
with a full service application. 

Q. What is the object of port N in the slide valve 
(Fig, 22) f 

A. In some of the very first fonns of slide valve 
this port was not used, with the result that the brake- 
valve handle could be placed in a false lap position be- 
tween release and running in which no air could reach 
the train pipe to supply leakage and charge the auxil- 
iary reservoirs. This was a dangerous position which 
has been eliminated by inserting the port N as shown 
in Figs. 22 and 25. 

Q. By what pressure is the pump governed? 
A. This point is explained in the chapter on the 
pump governor. 



Pec\iliarities and Troubles of the Brake Valve. 

Q. With this valve, ivill the pump stop before 
boiler pressure is obtained if the handle of the valve 
is left in service position^ 

A. Yes. 

Q. Why? 

A. Because tlie pump governor is piped to cliam- 
ber E (Figs. 17 and 20), and this is cliarged, even the 
brakes are applied, since main reservoir pressure is 
always free to pass into chamber E when strong 
enough to force valve 97 from its seat. 

Q. What would residt from dirt on the seat of 
valve 97f 

A. We would get no excess pressure, and the pump 
would not start to work after it stopped until both 
main reservoir and train-pipe pressure leaked below 
70 pounds. This is because the dirt on the seat of the 
excess pressure valve permits the train pipe and main 
reser^^oir pressures to run together. Under these con- 
ditions a prompt release and recharge could not be 
accomplished. 

Q. What ivould residt if spring 90 had too much 
tension 9 

A. We would obtain more than 20 pounds excess 
pressure. 

Q. What if it ivere too iveaM 



Tkoubles of the Brake Valve 73 

A. We would obtain too little excess pressure, and 
brakes would be liable to stick when making a release 
on a long train. 

Q, What effect tvonld he noticed if the seat of 
slide valve IMA leaked? 

A. We might not be able to obtain any excess pres- 
sure, and after the brakes were applied the leak would 
tend to release them. Lap position would also be de- 
stroyed if the leak were bad ; such a defect, however, 
would be noticeable only on a short train, as the leaks 
on a long train would counteract the defect. 

Q. What should he done if the handle 123 (Fig, 
18) ivorks hard? 

A. Remove the oil plug 96 (Fig. 18) when there 
is no main reservoir pressure and drop a little oil on 
the valve seat when valve 114^ is at its extreme posi- 
tions to the left and right. 

Q. Hoiv much train-pipe reduction tvill he made 
if the last service notch is used? 
A. From 23 to 25 pounds. 

Q. If a 10-pound reduction of train-pipe pressure 
tvere made, and the hrakes were released by placing 
the brake valve handle in running position, hoiv would 
the hrakes respond ivhen the valve was again placed in 
the service notch f 

A. No response whatever will ensue until the 
brake-valve handle has been placed in the notch be- 
yond the one used to make the 10-pound reduction. 

Q. Why is this sof 

A. Owing to the fact that the train pipe was re- 
charged without permitting the pressure in chamber 



74 New Yoek Aik-Beake Catechism. 

D to escape, the piston 104J. and the graduating 
valve 110 were not moved to their normal positions, 
and the service port cannot be opened nntil the brake- 
valve handle has been moved as already described. 

Q, How can it he ascertained if the slide valve 
114A leahsf 

A. Make a light service reduction with engine 
alone and watch the black gage hand ; if it rises the 
slide valve is leaking. 

Q. What effect ivill he produced if the packing 
leather in piston 104 A leaks? 

A. The train-pipe exhaust will not close off prop- 
erly when the brake-valve handle has been placed in 
a service notch. 

Q. Could a leak at any other point produce this 
effect? 

A. Yes; a leakage at any of the joints between 
chamber D and the supplementary reservoir would 
produce the same effect, but the trouble will usually be 
found in the piston leather. 

Q. What coidd an engineer do in case the train- 
pipe exhaust ivoidd not quite close? 

A. Move the brake-valve handle slightly toward 
lap position. 

Q. What test ivill usually decide if this leather is 
leaking? 

A. Aside from the action of the valve as just de- 
scribed, the following test can be made: Place the 
brake-valve handle in emergency position, turn the 
cut-out cock under the brake valve and place the valve 
handle in one of the service notches. If the black 



Troubles of the Beake Valve 75 

gage hand rises the packing leather leaks, if the slide 
valve and joints are knov^n to be tight. A test to de- 
termine these points should be made before testing 
the leather. 

Q. How can the excess pressure valve he removed? 

A. By closing the cut-out cock under the brake 
valve, draining the main reservoir, and removing the 
cap 98. 

Q. What may cause a slow recharge ivhen the 
brake valve is in release position'^ 

A. Any lost motion on the inner end of the handle 
shaft and in the links and pins between the handle 
and the slide valve 114^. 

Q. In the older type of valve, ivhat has been known 
to happen due to the jar of the engine? 

A. The equalizing piston has been jarred to the 
right, moving the graduating valve so that the proper 
service response would not be obtained when the 
brake-valve handle was placed in a service notch. 

Q. Coidd this occur tvith the latest type of brake 
valve? 

A. No ; if in release, running, or lap positions the 
piston was jarred to the right, port 0, connected with 
the atmosphere in these positions, would discharge 
pressure from chamber D to the atmosphere and train- 
pipe pressure at the right of the piston would again 
force it to its normal position at the left. 



1902 Model Brake Valve. 

Q. Name the additional parts of this valve not 
found in the former type of valve. 

A. 105^ (Fig. 29) is the follower; 184, the ball 
check valve ; 179, the check valve cap ; 180, the vent 
valve ; 181, the follower cap nut ; 182, the vent valve 
spring ; and 183, the cotter pin. 

Q. Port H, shown only on end vieiv in the cuts of 
1902 valve, hut shown in Fig. 24, has ivhat duties to 
perform? 

A. It serves to charge the supplementary reservoir 
and connect this reservoir with chamber D, but does 
not connect with port J as shown in Fig. 27. It begins 
in chamber D, extends back lengthwise of the valve 
(Fig. 24), and as shown at 155 (Fig. 16) has a con- 
nection which is piped to the small or supplementary 
reservoir. 

Q. Where does port lead? 

A. As shown in Figs. 27 and 28 it leads up into 
the cover 115^, and from this point it is drilled back 
where it connects with a port in the valve seat. In 
release position it is connected with the atmosphere 
through port J in the slide valve and the exhaust port 
C in its seat. In running and lap positions port 
leads to cavity P in the slide valve (Fig. 25) which 
connects with exhaust port C (Fig. 29), 

76 



1902 MoD]^.L Bkake Valve 77 

Q. What is the duty of port Of 

A. At the time the brakes are released it is neces- 
sary to return the equalizing- piston to its normal posi- 
tion at the left (Fig. 29). .In order to do this it is 
necessary to discharge the air at the left of the equal- 
izing piston to the atmosphere. As just described, 
port leads to the atmosphere in release, running 
and lap positions; consequently the air will be dis- 
charged to the atmosphere in any of these positions, 
and the train-pipe pressure in chamber A will force 
the piston to its normal position. 

Q. As soon as the piston is in its normal position 
vent valve 180 is seated. What happens noiuf 

A. AVith no pressure in chamber D there is no air 
above the ball check valve 184 to hold it to its seat, 
and train-pipe pressure in chamber A lifts the check 
valve, passes through the small ports of the piston 
into chamber D, and out through port H, connected 
with chamber Z), to the small or supplementary reser- 
voir, charging chamber D and the supplementary 
reservoir to a pressure equal to that in the train pipe. 

Q. When a reduction of train-pipe pressure is 
made can pressure in chamber D feed hack into the 
train pipef 

A. No; \hQ train-pipe pressure being less than 
that in chamber Z), permits the pressure in this cham- 
ber to hold the check valve to its seat. 

Q. What advantages are gained ivith this valve? 

A. The equalizing piston will be forced to its nor- 
mal position in release, running or lap positions and, 
in either of these positions, the equalizing reservoir 
can be recharged! 



78 New Yoek Aik-Bkake Catechism. 

Q. If a 10-pound reduction he made icith the older 
type of valve and a release is made in running posi- 
tion, no action of the graduating feature could he oh- 
tained in a service notch until the hrake-valve handle 
had heen moved heyond the service notch ivhich had 
heen used hefore^ since the graduating valve, remained 
in this position oiving to the fact that chamher D 
pressure ivas not exhausted to the atmosphere in run- 
ning position. 

Q. Coidd this action occur ivith the 1902 valve? 

A. No; since port is connected with tlie 
atmosphere in release, running, and lap positions, and 
the discharge of chamber D jDressure to the atmo- 
sphere wonld return the piston to its normal posi- 
tion. 

Q. What u'ould happen if dirt accumulated on the 
seat of the vent vcdve 180? 

A. It would simply he a slight leak which would 
he supplied by air that would feed by the ball check 
valve 184 from the train pipe. 

Q. What ivoidd residt if dirt or gum accumulated 
on the seat of the hall check valve 184? 

A. When a reduction of train-pipe pressure was 
made, the tendency would be for air f lom chamber D 
to feed back into the train pipe and destroy the gradu- 
ating feature of the valve. The effect would be the 
same as a poor packing leather 107 (Fig. 29) or gas- 
ket 167. 

What was said of the peculiarities of the former 
type of brake valve also refers to the 1902 model, with 
the exceptions noted, but the peculiarities given under 
the head of the 1902 model valve refer to it alone. 



Old-Style New York Engineer's Brake Valve. 

Q. What pressure is in cavity 31 above piston 32 
{Fig. 36) f 
A. Train-pipe pressure. 

Q. What pressure is heloiv piston 32? 

A. Main reservoir pressure. Air feeds in from 
the main reservoir through the hole to the right of 
piston 32 into the cavity below the piston. 

Q. Of ivhat use is the spring 33? 

A. The tension of this spring acting on the system 
uf levers is such that the downward action of the 
spring and levers on piston 32, combined with the 
train-pipe pressure above the piston, just balances the 
main reservoir pressure acting under it. 

Q. What ivould happen if piston 32 were raised? 

A. The higher the piston rose, the shorter (hori- 
zontally) would be the lever arm 34, and the greater 
would be the lever arm 36 below the fulcrum 46, on 
which the spring 33 exerts its power. Therefore, the 
higher piston 32 rose, the more resistance it would 
meet, due to spring 33 acting on the increasing lever- 
age. 

Q. Of ivhat use are the five different positions? 
A. The same as the positions described with the 
other brake valve. 

Q. What position of the valve is shoivn%n Fig. 36? 



80 



New Yokk Aie-Beake Catechism. 



A. Running position. 

Q. Explain full release position. 

A. AVhen the handle 50 is moved to this position, 




Fig. 35. 



Old Style Beake Valve 81 

the eccentric pin 44 is lowered from its position in the 
cut. This causes the link 66 to exert a downward pull 
on the lever fulcrumed at 47, and lowers the right 
end of lever 67 so that it clears the lifting pin of valve 
42, and train-pipe pressure holds this valve to its seat. 
As link 66 is lowered, the lever 65 is raised, and this 
forces the main feed valve 64 from its seat, allowing 
main reservoir pressure to feed direct to the train- 
pipe or chamber 31. Main reservoir pressure is con- 
nected direct with the cavity above valve 64, as shown 
by the dotted lines in Fig. 35. 

Q. Explain running position. 

A. Moving handle 50 to running position, we have 
the position of the valve as shown in Fig. 36. The 
eccentric pin has been raised so that the valve 64 is 
closed, but the feed valve 70 still remains unseated. 
For main reservoir j^ressure to reach the train pipe 
it now has to force valve 68 from its seat, and pass 
down by the feed valve 70 into the train pipe. The 
spring 69 has a tension of 20 pounds, therefore the 
main reservoir pressure must be 20 pounds in excess 
of that in the train pipe before it can feed by valve 68. 
It is this spring that gives us our excess pressure. 

Q. Explain lap position. 

A. The movement of handle 50 to lap position 
raises the eccentric pin just enough for the lever 65 
to lower valve 70 to its seat, and the main reservoir 
pressure is shut off entirely from the train pipe. 

Q. Explain the service position. 

A. Moving handle 50 to service position, raises 
the eccentric pin far enough to cause the right end 
of lever 67 to unseat valve 42, allowing train-pipe 



82 New Yoek Air-Beake Catechism. 



RUNNING POSITION 




Fig. 36. 



Old Style Beake Valve 83 

pressure to escape to the atmosphere. As train-pipe 
pressure is reduced above piston 32, the main reser- 
voir pressure gradually raises it an amount governed 
by the reduction made above piston 32. The pin 44 
remains stationary and as piston 32 rises it lifts the 
left end of lever 67 and lowers the right end, allowing 
valve 42 to seat. If another service reduction is 
desired, the handle 50 is again moved toward emerg- 
ency position sufficiently to raise valve from its seat, 
and again piston 32 will be raised automatically and 
seat valve 42. It is in this that we see the use of 
spring 33 and the levers, the operation of which we 
have already considered. 

Q. Explain the emergency position. 

A. When handle 50 is moved to emergency posi- 
tion the pin 45 is lifted so high that the lever 67 raises 
valve 42 up full stroke, causing a sudden train-pipe 
reduction which causes the triples to respond in quick- 
action. 

Q. With brake valve handle in emergency posi- 
tion, can piston 32 raise sufficiently high to close 
valve 42? 

A. No. 



Troubles atnd Peculiarities of the Old-Style 
Engineer's Brake Valve. 

Q. What is the probable trouble if too much or toe 
little excess pressure is obtained icith the brake valve 
in running position? 

A. In the first case spring 69 would be too strong, 
while in the second it would be too weak. 

Q. In the running position what could prevent our 
having any excess pressure? 

A. Dirt or a poor seat on valve 68, a leak by valve 
64 or piston 32. 

Q. What u'oidd destroy lap position? 

A. Dirt on the seat of valve 70. In such a case 
pressure would continue to feed into the train pipe, 
and if the brakes were applied, the increase in train- 
pipe pressure would release them. 

Q. What is the probable cause if air does not feed 
through fast enough to release brakes quickly ivith 
the brake valve in release position? 

A. It is likely that the strainer in the main reser- 
voir connection is j^artly or entirely filled with dirt. 

Q. What tuould result if spring 33 ivere broken? 

A. Piston 32 would rise so high that it would be 
difficult to apply the brakes with the service applica- 
tion, and we might not be able to get the emergency 
at all, as valve 42 could not be raised sufficiently high 
from its seat. 

u 



Troubles of Old Style Valve 85 

Q. What effect ivill a leak on the seat of valve 42 
have? 

A. It will keep tlie pump working to supply it 
when the brakes are not applied, and, after they are 
applied, the leakage will cause the brakes to creep on 
harder. 

Q. What u'ould result if link 65 or 66 tuere hrokenf 

A. The brakes could not be released. 

Q. What tvould result if the levers heloiv piston 32 
were broken or disconnected? 

A. Piston 32 would rise so high that it would be 
doubtful if the brakes could be applied, especially on 
a long train, and the emergency would be destroyed 
entirely. 

Q. What effect ivould excessive wear on 65, ivhere 
valve 70 rests, produce? 

A. Eunning position would be destroyed if the 
wear were sufficient for valve 70 not to be held from 
its seat. In full release position valve 64 would not 
be raised the proper amount, and air would not enter 
the train pipe so fast from the main reservoir. The 
handle would need to be moved a little past running 
position toward full release to get valve 70 unseated 
and have the conditions of running position. 

Q. If the valve is in a very warm place what 
shoidd be done? 

A. The leather 73 should be oiled sufficiently often 
to keep it from cracking. 

Q. Of ivhat use is plug 40? 

A. To drain oif any accumulation of water. 

Q. What ivould result if packing 73 dried out? 



86 New York Air-Beake Catechism. 

A. Main resei'voir and train-pipe pressure would 
equalize and the equalizing feature of the valve would 
be destroyed. 

Q. What would happen if the packing leather 73 
dried out? 

A. Main reservoir and train-pipe pressures would 
equalize, and the equalizing feature of the brake valve 
would be destroyed. 

Q. With this valve the pump governor was con- 
trolled by train-pipe pressure; tvhat ivoidd occur tvhen 
the brake ivas applied and the handle ivas on lap? 

A. The train-pipe pressure being below 70 pounds, 
there would not be sufficient pressure to operate the 
pump governor, and the pump would continue to 
operate as long as the brake-valve handle was on lap, 
or at least until the main reservoir pressure was prac- 
tically equal to that in the boiler. 

Q. Coidd this high pressure not be avoided in any 
way? 

A. Only by partly closing the pump throttle. 

Q. Hoiv is this trouble overcome ivith the present 
valve? 

A. By connecting the pump governor to chamber 
E or by using a duplex governor, one head of which 
is connected to train-pipe pressure and the other to 
main reservoir pressure. In this way it is impossible 
to obtain too high a pressure. 



Air Pumps. 

Q. How many sizes of Neiv York pumps are manu- 
factured f 

A. Two, known as the No. 1 Duplex and the No. 2 
Duplex. 

Q. For ivhat service is each intended? 

A. The small one is recommended for light 
engines ; and the No. 2, or the larger pump, for heavy 
engines. 

Q. Are the two pumps alike in construction? 

A. The principle and location of the parts are 
identical. The only difference is in the size of the 
parts and ports. 

Q. Give the names of the different parts of the 
pumps? 

A. 5 and 6 are the reversing slide valves ; 7 and 8 . 
are the reversing slide-valve rods ; 31 and 32, the air 
pistons; 21 and 22, the steam pistons; 9 and 10 are 
receiving valves for the low-pressure cylinder 4; 
9, 10, 11, and 12 act as receiving valves for cylinder 3, 
11 and 12 as discharge valves for cylinder 4; 13 and 
14 are discharge valves for the high-pressure cylin- 
der 3. 

Q. What are the diameters of the cylinders in the , 
small pump? 

A. The two steam cylinders and the high-pressure 

87 



88 New York Aik-Brake Catechism. 




Pipe to ^ 

Boiler ^^°^^^''"°''^ 



Bormay <J- Co.. A'. Y. 



Fig. 37.— Duplex Pump Horizontal Section. 



Am Pumps 89 

air cylinder are each 5 inches in diameter. That of 
the low-pressure air cylinder is 7 inches. 

Q. What are the corresponding, cylinder diameters 
in the large pump? 
A. 7 and 10 inches. 

Q. What pressure is always in the reversing slide 
valve chambers just heloiv Figs. 16 and 17 f 

A. The steam pressure admitted from the boiler 
by the pump governor. 

Q. What controls the passage of steam from these 
chambers? 

A. The reversing valves 5 and 6 operated by the 
reversing rods 7 and 8. 

Q. Where does port 19 leadf 

A. From one reversing slide-valve chamber to the 
other, as shown by the dotted lines (Fig. 37). 

In the explanation of the working of the pump we 
will consider it as being started when both pistons 
are at the extreme upper end of their strokes ; with the 
pump in this position both reversing slide valves are 
also at the top of their strokes. 

Q. Explain the passage of steam with the revers- 
ing slide valves in this position. 

A. Port 27 is exposed, allowing steam to pass from 
the reversing slide valve chamber at the right, through 
port 27 into the lower end of cylinder 1 beneath the 
steam piston 22, and any steam above this piston could 
pass through ports 25, 24, 23, through the exhaust 
cavity of valve 6 and to the atmosphere through the 
exhaust port. 

The steam in the reversing slide-valve chamber at 



90 , New York Air-Beake Catechism. 

the left would pass through ports 28, 29, and 30, to 
the upper side of i3iston 21, and any steam on its 
under side would pass through i^orts 26, the exhaust 
cavity of valve 5, and out to the atmosphere through 
the exhaust port. 

Q. We noiv have steam pressure acting up on pis- 
ton 22 and doivn on 21. What effect icoidd this have? 

A. Piston 22 would be held where it was, while 
piston 21 would make a down stroke, drawing joiston 
32 down with it. 

Q. What effect icoidd the downward stroke of 
piston 32 havef 

A. As piston 32 descends, the tendency to form a 
vacuum would lift the receiving valve 9 from its seat 
and air from the atmosphere would fill the upper end 
of cylinder 4. The air being compressed in the lower 
end of cylinder 4 would force valve 12 from its seat 
and pass into the lower end of cylinder 3. Just be- 
fore piston 21 had completed its down stroke, the re- 
versing plate 20 would have come in contact with the 
shoulder on the reversing valve rod 8, and the revers- 
ing valve 6 would be forced down to the position 
shown in Fig. 37. 

Q. Explain the passage of steam due ta the change 
in position of valve 6, and also the effect of same. 

A. The lower end of cylinder 1 would be connected 
with the atmosphere through port 27, and the cavity 
of reversing valve 6. Steam from the reversing valve 
chamber controlled by valve 6 would pass through 
ports 23, 24, and 25, on top of piston 22, forcing it 
down. Steam is still above piston 21. and will hold it 
at the bottom of its stroke until valve 5 is moved. 



Air Pumps 91 

Q. Explain the effect produced by piston 31 as it 
is drawn down by piston 22. 

A. The air tliat was forced into the bottom of 
cylinder 3 by piston 32 on its downward stroke is 
again compressed, and when the pressure is slightly 
greater than that in the main reservoir, it forces dis- 
charge valve 14 from its seat and passes throngh 
passages 63 and 65 to the main reservoir. 

The suction above piston 31 draws receiving valves 
11 and 9 from their seats, and the upper part of cylin- 
der 3 is filled with atmospheric pressure. 

Q, When piston 22 reaches the bottom of its stroke 
the reversing plate 20 strikes the shoidder on the 
rod 7, forcing valve 5 down to its lowest position. 
What effect has this on the passage of steamf 

A. The steam above piston 21 escapes to the 
atmosphere through ports 30, 29, 28, and the cavity of 
valve 5. Steam from the chamber controlled by 
valve 5 passes through port 26 and underneath piston 
21, forcing it up. 

Q. What is the effect ivhen piston 21 forces pis- 
ton 32 up f 

A. The suction under piston 32 draws the receiv- 
ing valve 10 from its seat, and allows the lower end of 
cylinder 4 to fill with atmospheric pressure. Air 
being compressed above piston 32 forces the discharge 
valve 11 from its seat and passes into the top end of 
cylinder 3, which is already filled with air at 
atmospheric pressure. 

Q. Just before piston 21 reaches the top of its 
stroke, the button at the end of rod 8 is carried up by 



92 ISTew York Air-Bkake Catechism. 

the reversing plate 20 and valve 6 is moved up. Ex- 
plain the passage of the steam and its effect. 

A. Steam from above piston 22 passes through 
ports 25, 24, 23, and through the cavity of valve 6 to 
the atmosphere. Steam from the chamber controlled 
by slide valve 6 passes through port 27, underneath 
piston 22, which is forced up, cariying piston 31 
with it. 

Q. What effect has the iipivard movement of pis- 
ton 3 If 

A. The suction underneath the piston draws the 
valves 12 and 10 from their seats, allowing the bottom 
end of cylinder 3 to fill with air at atmospheric pres- 
sure. 

The air being compressed above piston 31 forces 
discharge valve 13 from its seat, and passes down and 
out at 65 to the main reservoir. 

Q. What happens u'hen piston 22 reaches the top 
of its stroke? 

A. The reversing plate strikes the button at the 
end of stem 7 and pulls the reversing valve 5 up. One 
complete cycle of the pump has now been traced. 

Q. What is the lift of the different air valves? 

A. 1-16 of an inch. 

Q. Which is the lead piston of the pump? 

A. The low-pressure piston. 

Q. What pressure does the low-pressure piston 
operate against? 

A. From 30 to 40 pounds. 

Q. Against ivhat pressure does the high-pressure 
piston operate? 



Am Pumps 93 

A. It operates against from 30 to 40 pounds at the 
start, and tlie movement of the piston gradually in- 
creases this amount until it becomes in excess of that 
in the main reservoir, at which time the discharge 
valve is unseated. From this point to the end of 
the stroke the piston operates against main reservoir 
pressure. The loressure that the high-pressure piston 
operates against at the beginning of the stroke de- 
pends upon the amount of air that the low-pressure 
piston has forced into the high-pressure cylinder, con- 
sequently the condition of the pump, as well as the 
speed, IS an important factor. 



Pump Troubles, PeculiaLrities and Care, 

Q. What are the usual causes that produce pounds 
in the Neiv York pumpf 

A. Loose piston heads ; running tlie pnmp too fast 
before sufficient air pressure has been obtained to pro- 
duce an air cushion for the pistons ; steam condensa- 
tion cannot be got rid of if the pump is started too 
fast, this condensation being due to the steam coming 
in contact with the cold walls of the cylinder, the pis- 
tons striking the condensation causes a pound ; piston 
rod packing being in poor condition in the air cylin- 
der, allowing the air to escape and the piston to strike 
the head ; too small lift of intermediate valves, leaky 
high-pressure discharge valves, and leaky piston-rod 
packing. 

Q. Will any damage he done if the steam cylinder 
packing is in bad condition? 

A. Yes ; the escaping steam will be drawn into the 
air cylinder by the lower receiving valve; the steam, 
taking the place of the air, will reduce the efficiency 
of the pump and also permit an unnecessary and con- 
siderable amount of water to reach the main reser- 
voir, whence it will pass to the brake system if the air 
is not properly cooled. In winter this air inlet is 
likely to be coated over with ice, thus producing an 
inefficient pump. 

94 



Pump Troubles and Peculiaeities 95 

Q. What ivould he the effect if dirt ivere on the 
lower receiving valve 10 f 

A. With piston 32 on its up stroke air would be 
drawn into cylinder 4, but when the piston descended, 
the air being compressed below it instead of raising 
intermediate valve 12, would pass by the unseated 
valve 10 to the atmosphere. The efficiency of the 
pump would thus be reduced. 

Q. What icoidd he the effect if, instead of heing 
held from its seat, receiving valve 10 ivere held to its 
seat? 

A. Atmospheric pressure could not be drawn into 
cylinders 3 and 4, and a lame pump would result. A 
receiving valve stuck to its seat, although tending to 
produce an uneven stroke, does not affect the strokes 
of the pump to the same degree as does a stuck dis- 
charge valve. 

Q. What effect icould he produced if the top re- 
ceiving valve 9 were stuck from its seat? 

A. The same effect, but on the opposite stroke, 
would be produced as that described with the lower 
receiving valve 10. 

Q. What will he the effect if an intermediate valve 
leaks? 

A. This defect is productive of uneven strokes of 
the pump ; two exhausts are produced close together, 
cind the other pair wider apart. A corresponding leak 
in the cylinder-head gasket would produce the same 
result. 

Q. What ivould he the effect if a cylinder-head 
gasket leaked hetween the high and loiu pressure cylin- 
ders? 



96 New Yoek Aik-Beake Catechism. 

A. The same effect as is produced by a leaky inter- 
mediate valve as just described. 

The quick stroke is due to air from the high-pres- 
sure c^^linder acting on the low-pressure piston, and 
thus aiding the steam acting on piston 21. 

Q. What effect ivould he produced if a discharge 
valve were stitch open or ivas hrohenf 

A. One stroke of the pump would be extremely 
slow, while the other three would be more regular. 

Q. Could anything else produce similar results? 

A. Yes ; the upper air cylinder gasket leaking 
badly between the cylinder and the discharge valve 
cavity, or the lower intermediate valve seat may have 
worked up so that valve 12 does not unseat properly. 

Q. What cotdd cause a scarcity of air in the top 
of cylinder 4f 

A. The upper intermediate valve seat may have 
worked loose, thus destroying the proper lift of receiv- 
ing valve 9. 

Q. Hoiv shoidd this pump he oiled? 

A. The steam cylinders are oiled according to the 
work they perform, as in any other steam cylinder; 
about one drop a minute is usually found to be suf- 
ficient for ordinary service. Oil should be used spar- 
ingly in the low-pressure air cylinder, but more is re- 
quired in the high-pressure cylinder owing to the 
higher temperature. A good quality of valve oil 
should be used in both the steam and air cylinders, 
and in heavy freight service it has been found bene- 
ficial to use a constant feed in connection with the 
air as well as the steam cvlinder. 



Pump Troubles and Peculiaeities 97 

Q. If a pump stops what should he done? 

A. First examine tlie pump governor to be sure 
that it is operating properly. If the governor seems 
to be in proper condition, jar the steam head lightly; 
failing to start, close the throttle, open the drain cock 
of the steam chest, jar the steam head again and open 
the throttle quickly. 

Q. What effect ivould he produced if the valve rod 
were hroken, the hutton at its end, or the reversing 
plate 20 icere hadly tvornf 

A. The low-pressure pistons would make an up 
stroke when steam was admitted, but the high-pres- 
sure pistons would remain against the bottom head. 

Q. What ivoidd he the effect if the reversing valve 
rod 7 icere hrolien, the hutton at the end of it, or 
reversing plate 20 icere hadly worn? 

A. Both pistons, if not there already, would go to 
the top of their strokes and remain there. 

Q. Hoiu ivoidd hack leakage from the high to the 
low pressure cylinder he indicated? 

A. The low-pressure piston would start away 
quicker from the end at which the leak e:sisted. 

Q. How may hack leakage hy the high-pressure 
discharge valves he detected? 

A. By opening the oil cock when the pump is 
stopped and when there is a high pressure in the 
main reservoir. The character of the blow would 
indicate whether the trouble was in the top or bottom 
valve, since if it were the bottom valve it would be 
necessary for the air to blow by the piston packing- 
rings before it could manifest itself at the oil cup 
opening. 



98 New York Aik-Beake Catechism. 

Q. Outline a test that ivonld determine the condi- 
tion of the air-piston packing rings. 

A. With a main reservoir pressure of 90 pounds, 
and with a pump speed of 30 double strokes per min- 
ute, note the amount of suction at the receiving valves. 
A constant suction during practically the entire stroke 
indicates that the packing rings are in good condition ; 
if the strong suction is discontinued after the piston 
has traversed about half of its stroke, the indications 
point to a poor condition of the packing rings. 

Q. What speed of t]ie pump is recommended to 
produce best results? 
A. From 30 to 60 double strokes a minute. 



Pump Govefnof. 

Q, Name the different parts of the pump governof. 

A. 1 is the steam-valve body; 2, the air-valve 
chamber; 3, the spring casing; 4, the piston; 24, the 
joacking ring; 5, the steam valve; 6, the steam-valve 
guide; 7, the cap; 8, the adjusting screw; 9, the jam 
nut; 10, regulating spring; 11, the upper spring 
washer ; 12, the diaphragm button ; 13, the diaphragm ; 
14, the air-valve seat. 

Q. Explain the duty of the regulating spring 10 
(Fig. 38). 

A. The tension of this spring exerts a downward 
force on the diaphragm 13 which, on its under side, 
is subjected to the air pressure which enters at F. 
When the pressure in chamber A exceeds the tension 
of the spring 10, diaphragTii 13 is lifted, and air from 
chamber A passes through port G into chamber B 
above the steam piston 4. 

Q. What effect does air in chamber B havef 
A. It forces piston 4 down and the steam valve 5 
is seated. The main steam supply is thus closed and 
the pump, although not stopped entirely, is practi- 
cally so. 

Q. What causes the pump to work sloivly after the 
steam valve has been seated? 

A. There are two ways in which this is done. A 
small amount of steam passes through port £', and the 

99 

L.ofC. 



100 New Yoek Air-Beake Catechism. 




Pump 






Fig. 38.— Pump Governor. 



Pump Goveenor 101 

air wiiich escapes from chamber B to the atmosphere 
through port c also tends to cause the pump to oper- 
ate slowly. 

Q. How does the air ivhich escapes through porta 
tend to cause the pump to operate stoivlyf 

A. The air which escapes through this port re- 
duces the air pressure very slowly, and as soon as the 
pressure in chamber A becomes less than the tension 
of spring 10, diaphragm 13 is forced to its seat and 
all the air in chamber B quickly escapes to the atmos- 
phere through port c. With no air in chamber B to 
hold the steam piston 4 down, the steam pressure be- 
low the steam valve 5 forces the steam valve and pis- 
ton up to the position as shown in Fig. 38. Port c 
being very small, the escape of air is necessarily very 
slow, and a few strokes of the pump will again restore 
the pressure, at which time the governor, as already 
described, will automatically seat the steam valve and 
shut off the main steam supply temporarily. 

Q. Hoiv is the governor adjusted? 

A. Screwing in on stem 8 will cause the pump to 
shut otf when a higher pressure has been attained, and 
vice versa, 

Q. To what pressure does the pipe connecting at 
F lead? 

A. It leads to the chamber between the excess pres- 
sure valve of the brake valve and the train pipe; so 
connected it has control of the pump regardless of 
the position of the brake valve handle. In the run- 
ning position of the brake valve this chamber consti- 
tutes a part of the train pipe volume. The pressure 



102 New Yokk Aie-Beake Catechism. 

remains bottled up in this chamber when the brake 
valve handle is moved toward emergency position 
and operates the governor to stop the pump until 
the brake valve is moved to release the brake. If 
the connection was made direct to the train pipe 
the pump would start to work as soon as a reduction 
of train pipe pressure was made to apply the brake. 
The pump would then not cease to operate until 
a main reservoir pressure about equal to the 
steam pressure in the boiler was obtained unless the 
pump throttle were closed. A modification of this 
governor, as shown in Fig. 52, is used in connection 
with double pressure systems, in which case the pipe 
connecting at F is as described later. 

Q. Why is it desirable to have the pump operate 
slowly after maximum pressure has been obtained? 

A. To keep up a constant circulation of steam in 
order not to give it an opportunity to condense. 
Otherwise it would condense when the pump stopped 
only to be thrown out of the stack on the jacket of the 
toiler when it started again. 



Peculiatrities and Troubles of the Pump 

Governor. 

Q. What defect in the governor ivould, in response 
to a reduction of pressure, cause a pump to be very 
slow to start after it had once been stopped by the 
governor? 

A. The relief port c being closed, in wliicli case, 
after diaphragm 13 had been seated, the air above 
piston 4 could only escape by leaking past packing 
ring 24 into chamber Z), from whence it could escape 
through the port at which the drip pipe is connected. 
This connection is shown by the dotted lines toward 
which arrow 6 points. 

Q. What governor defects coidd cause the pump to 
stop entirely f 

A. The most likely cause would be dirt on dia- 
phragm 13 where it seats, this in combination with 
relief port c being closed. With this combination 
existing air pressure would reach chamber B faster 
than it could escape by piston 4; hence, the piston 
would be forced down and the steam valve 5 closed. 

The cylinder in which piston 4 operates, being dirty 
or corroded, in connection with the cylinder being 
badly worn, might cause the piston to stick and the 
pump to stop. 

Q. What cotdd be ivrong tvith the governor so that 
the main reservoir pressure could equal that of the 
steam pressure? 

m 



104 New York Air-Beake Catechism. 

A. If the relief port at tlie bottom of the spring 
case were closed and diaphragm 13 leaked around its 
edges, air would reach the chamber above the dia- 
phragm and the air pressure, together with the tension 
of the. spring, would prevent the diaphragm from lift- 
ing. The waste pipe being closed with ice or dirt 
would produce a similar action, since any steam that 
leaked by the stem of the steam valve could not escape 
and would accumulate in chamber D and resist the 
action of any air pressure in chamber B, acting to 
force the steam piston down. 

Q, What different conditions of the pump gover- 
nor would tend to reduce the speed of the pump? 

A. Dirt on the diaphragm 13 that would permit 
air to reach chamber B so fast that it could not escape 
through port c with sufficient freedom, in which case 
piston 4 and valve 5 might be forced part way down. 
A dirty condition of the governor would also tend 
to magnify this action ; this would be especially likely 
to be noticed if the drip pipe were dirty and the stem 
of the steam valve were badly worn. 



Oil C\ips for the Air Pump Cylinder. 

Q. What is the purpose of the oil cups shoivn in 
Figs. 39 and 40 f 

A. To furnish an automatic feed for tlie air cylin- 
der of tlie air pump. 





Fig. 89. 



E THD. 



Fig. 40, 
Air Cylinder Oil Cups. 



THD. 



Q. Why are oil cups necessary on air cylinders? 

A. Practice lias shown that, especially in heavy 
freight service where long air trains are hauled, an 
automatic cylinder feed is necessary to prevent the 

105 



106 New Yokk Aik-Beake Catechism. 

too rapid wear of the air cylinders and rings, and 
to produce a more satisfactory working pump. 

Q. Do the oil cups shoivn in Figs. 39 and 40 differ 
in their operation? 

A. No; the only difference consists in an adjust- 
able needle feed in the cup illustrated in Fig. 40. 

Q. Are both cups in service? 

A. Yes; but Fig. 39 represents the standard, and 
the cup sent out by the New York Company unless 
the cup (Fig. 40) is specified. 

Q. At ichat point in the air cylinder are the cups 
screwed in? 
A. In the top head of the pump. 

Q. Explain the operation of the cups. 

A. As the piston makes its up stroke compressed 
air is driven upward through the passage A drilled 
through the center post in the body of the oil cup ; it 
next passes downward inside the extended sleeve of 
the cap nut, and then bubbles to the surface of the oil 
in the reservoir B and creates a pressure on the sur- 
face. As the air piston makes its down stroke, a 
vacuum is formed in the passage A in the center post, 
and the air pressure on the surface of the oil, formed 
when the piston made its up stroke, forces the oil 
upward inside the sleeve, and a small portion of this 
oil is drawn into the air cylinder through the very 
small hole in the feed cap 15, or needle valve 12 
(Fig. 40), which screws into the center post. 

Q. What regidates the amount of oil fed through 
the cup? 
A. In Fig. 39 port C controls the feed, while in 



Oil Cups for the Air-Pump Cylinder 107 

Fig. 40 port C and the adjustment of the needle valve 
control the feed ; port C may be reduced or enlarged 
to decrease or increase the amount of oil fed as 
desired. 

Q. Hoiv many cups are furnished tvith each duplex 
pump? 

A. Two ; one for the high and one for the low pres- 
sure cylinder. 

Q. What icoidd render the cup inoperative? 
A. Scale or gum closing port C. 



Matin Reservoir. 

Q. Where does the air go ivhen it leaves the pumpf 
A. To the main reservoir. 

Q. Where does main reservoir pressure begin and 
luhere end? 

A. It begins wliere the air leaves the pump and 
ends at the engineer 's valve. 

Q. What is the object of the main reservoir? 

A. Its object is to act as a storehouse in which to 
keep a reserve pressure to throw into the train pipe to 
release brakes and recharge auxiliaries. It also acts 
to collect most of the dirt, oil, and moisture that leave 
the pump. 

Q. Hoiv much main reservoir pressure is usually 
carried? 

A. Usually from ninety to one hundred pounds, 
although more is used in mountainous country, when 
using the High-Speed Brake, the High-Pressure Con- 
trol, or the Duplex Method of Main Reservoir Eegu- 
lation. 

Q. What size main reservoir is considered proper? 

A. One whose capacity is not less than 50,000 cubic 
inches for freight, and 20,000 or more for passenger 
engines. It is desirable to have a reservoir capacity of 
not less than 40,000 cubic inches on passenger engines 
hauling long trains. 

Q. Hoiv large shoidd any main reservoir be? 

A. In releasing brakes in any service the main 

i08 



Main Reservoir 109 

reservoir must be large enough so that, when the 
brakes are applied and we wish to release them, the 
main reservoir pressure will equalize with that in 
the train pipe, when connected with it, at a sufficiently 
high pressure to insure the prompt and certain release 
of the brakes, and a quick recharge. 

Q. Why is a larger main reservoir necessary in 
freight than in passenger service? 

A. Because there are a greater number of aux- 
iliaries to charge in freight service and a longer train 
pipe to supply. 

Q, When is a large main reservoir ivith full pres- 
sure most essential? 

A. After an emergency application, and especially 
after a break in two. 

Q. What results are likely to folloiv the use of 
small main reservoirs on engines pulling long trains? 

A. Pumps are likely to heat, brakes are likely to 
stick, and we will have a hard-handling brake valve 
unless it is oiled frequently. 

Q. Why is a pump more likely to heat ivith a small 
main reservoir? 

A. Because the smaller the main reservoir, the 
higher the pressure has to be carried, and the higher 
the pressure the more heat is generated in compress- 
ing the air ; therefore the pump is more likely to heat 
and burn out the packing. 

A second reason is that with a small reservoir, when 
releasing brakes, the pump has to work faster to 
charge the auxiliaries before the speed of the train in- 
creases too much. The pump working very fast does 



110 New York Air-Brake Catechism. 

not have time to take in a full cylinder of air eacli 
stroke. The pump then has to make more strokes to 
compress the same amount of air than it would were 
it working more slowly. 

Q. State the gains made hy using a large main 
reservoir. 

A. Pressure in the main reservoir and train pipe 
will equalize higher when releasing, auxiliaries will 
be charged more quickly, the pump is not so likely to 
heat, and, not working so rapidly or against so high a 
pressure, will not wear out so fast, and the brakes are 
not so likely to stick. 

Q. What should he the location of a main reser- 
voir? 

A. If possible, at a low point in the air-brake sys- 
tem. 

Q. Why? 

A. To have all the dirt, water, and oil possible 
drained into it and drawn off through the bleed cock. 

Q, Where is the main reservoir usually located? 

A. Between the frames back of the cylinder saddle. 

Q. Should it he located there? 

A. Yes, when it is possible to place there a main 
reservoir of the regulation size ; but the size must not 
be sacrificed for the position. 

Q. Where else is it sometimes located? 

A. Under the foot-boards of the cab and sometimes 
on the tank. 

Q. Is it fight to locate it on the tank? 

A. Yes, if the requisite volume can be obtained in 
no other way ; otherwise, no. 



Main Kkservoir 111 

Q. WJiy is it not a desirable positionf 

A. Oil, water, and dirt will not drain into it as tliey 
should, and when it is so located, two lines of hose 
have to run between the tank and engine, one to carry 
the air from the pum]) to the main reservoir, and the 
other to bring the pressure from tlie reservoir to the 
engineer's valve. These hose get full of oil and dirt, 
decay, burst, and in the end prove very expensive. 

Q. How often should the main reservoir he 
drained f 

A. At the end of each trip. 

Q. Where does this irater found in the main reser- 
voir come fromf 

A. Most of it is drawn from the atmosphere, and 
given oft* as the air cools. 

The following was taken from the '9G Proceedings 
of the Air Brake Association. There were four reser- 
voirs, each with a capacity of 12,200 cubic inches, and 
they could all be used together or cut out at will. The 
test was made on a twenty-five car train, and shows 
the advantage of having a large volume of air in the 
main resei^voir to equalize with that in the train line. 



Number of 

reser^'()irs 

cut in. 

4 


Initial reservoir 

])iossurc 
in y)<)un(ls. 

100 


Initial pressure 

in irain i)ipe 

in iJonnds, 




Pressure 

e(nializc(l at 

in pounds. 

50 


2 


100 





35 


4 


100 


50 


72 


4 


90 


50 


67 


2 


110 


50 


68 


2 


100 


50 


63 


2 


90 


50 


61 



112 New Yoek Aik-Beake Catechism. 



Q. What is generally conceded to he the best prac- 
tice concerning main reservoirs? 

A. To use two main reservoirs, preferably long 
and of small diameter^ and a cooling pipe of approxi- 
mately 15 feet between the pnmp and first reservoir, 
and 30 feet between the first and second reservoirs. 

Q. Why is this done? 

A. Tests have shown that, with these conditions 
existing, air cools properly before passing the brake 
valve and no water is found in the train pipe, thus 
doing away with the chance of frozen train pipes. 

The accompanying cut represents an automatic 
drain cock for the main reservoir. This valve is 
screwed into the main reservoir, and its operation is 
so simple that an explanation will be unnecessary. 



iPipe Thread 




Fig. 41.— Main Reservoir Drain Cocks. \ — 



Freight Equipnient. 

Q. Name the different parts of the equipment. 

A. 3 (Fig. 42) is the piston sleeve and head, 9 
the release spring, 4 the non-pressure head, 2 the 
cylinder body, a the leakage groove, 7 the packing 
leather, 8 the expander ring, 6 the follower plate 
which holds the packing leather 7 to its place, h the 
pipe connecting the triple valve and brake cylinder, 
and 15 the gasket which makes a joint between the 
auxiliary, triple, and pipe h leading to the brake 
cylinder. 

Q. Explain the use of the release spring 9 
(Fig. 42). 

A. When the brake is applied, air is put into the 
cylinder 2 through pipe &, and the piston 3 is forced 
to the left, compressing the release spring. When the 
air is released from the brake cylinder, the duty of 
the release spring is to force the piston to release posi- 
tion as shown in the illustration. 

Q. What enters the sleeve 3 (Fig. 42)? 
A. The push rod through which the braking 
power is transmitted to the brake rigging. 

Q. Of ivhat use is the expander ring 8? 

A. To keep the flange of the packing leather 7 
against the walls of the cylinder. The expander is 
a round steel ring. 

Q. Of what use is the packing leather 7? 

113 



114 



New York Ate-Beake Catechism. 



A. As air enters the brake cylinder, the flange of 
the packing leather is forced against the walls of the 
cylinder, thus making a tight joint to prevent the 

passage of air by the pis- 
ton and ont to the atmos- 
phere through the open 
end of the cylinder at the 
left. If the leather leaks, 
the brake will leak off. 



Q. Of ivhat use is the 
leakage groove a (Fig. 
42 )f 

A. The piston as shown 
in the cut is in release po- 
sition. If, on a long train, 
there should be any leak 
on the train pipe that 
would draw a triple piston 
out far enough to close the 
exhaust port in the slide 
valve, and there were a 
leak into the brake cylin- 
der, the pressure would 
gradually accumulate and 
force the piston out, caus- 
ing the shoes to drag on 
the wheels were it not for 
the leakage groove. This 
will allow any small leak- 
age into the brake cylin- 
der to pass through the 
groove and out of the 
other end of the cylinder 
to the atmosphere. 




Feeight Equipment 115 

If the brake connections are taken up so short that 
the piston will not travel by the leakage groove when 
the brake is set, the air will blow past the piston 
through the groove and release the brake on this car. 
In this case, were it not for the groove, the wheels 
might be slid. 

Q. What is the duty of the pipe h? 

A. When the brake is applied, air passes from the 
auxiliary through the triple and pipe h to the cylin- 
der. When the brake is released, air passes from 
the cylinder through pipe h, the triple exhaust port 
and out to the atmosphere, or, if a retainer is used, 
it passes from the triple into the retainer pipe, which 
is screwed into the triple exhaust, and out of the re- 
tainer according to the position of its handle. 

Q. Of what use is the auxiliary 10 (Fig. 42)9 
A. This is where the supply of air is stored with 
which to apply the brake on this one car. 

Q. What is the name amd purpose of the valve on 
top of the auxiliary reservoir? 

A. It is called the release valve. By lifting on the 
handle of this valve the pressure in the auxiliary 
reservoir 1,0 may be released. If this valve leaks, 
after the brake is applied, the reduction of auxiliary 
pressure thus made will release the brake; when the 
triple piston is in release position this leak acts the 
same as a leakage of train-pipe pressure, since it 
draws air from the train pipe through the feed 
grooves of the triple valve. 

Q. What use has the plug llf 
A. To drain ofP any accumulation of moisture; 
in cases where the top of the reservoir is in close con- 



11 fi New York Air-Beake Catechism. 

tact with the car, the release valve is screwed into the 
hole now occopied by this plug. 

Q. What harm ivill ensue if gasket 15 leaks? 

A. The leak may be from the auxiliary to the 
atmosphere, from the auxiliary to pipe h leading to 
the brake cylinder, or from pipe h to the atmosphere. 
After the brake is applied, the reduction of auxili- 
ary pressure caused by the first two defects would 
permit train-pipe pressure to force this triple piston 
to release position and release the brake. The leak 
would then draw air from the train pipe through the 
triple feed ports, making a train-pipe reduction that, 
with any other train-pipe leaks, would help to creep 
on the other brakes. A leak from the cylinder to the 
atmosphere would tend to leak the brakes off gradu- 
ally on this car when the triple valve had returned to 
lap position. 

Q. Is the freight-car equipment different from 
the air-brake equipment on a passenger car? 

A. It is smaller, constructed and arranged dif- 
ferently, but the principle of operation is the same. 
In a passenger equipment the pipe h does not run 
through the auxiliary reservoir, and the auxiliary and 
brake c^dinder are not connected. The appearance 
is different, but aside from arrangement, they are 
practically the same (see Fig. 7). 

Q. What is the purpose of the small hole in the 
piston sleeve just to the left of number 3 (Fig. 42)? 

A. A pin is inserted in this hole when the head is 
removed for the purpose of cleaning the cylinder. 
This spring holds the release spring in compression 
when the nuts, holding the non-pressure head to the 
cylinder, are removed. 



Piston Tra-vel. 

Q. What determines the amount of travel a piston 
ivill have? 

A. Tlie slack in tlie brake rigging and any lost 
motion in the car brought ont by the application of 
the brake. 

Q. Hoiv is the piston travel usually adjusted? 
A. By changing tiie position of the dead trnck 
levers. 

Q. Which is called the dead lever of a truck f 
A. The one held stationary at the top with a iDin. 

Q. What is the other lever on the truck called? 
A. The live lever. 

Q. What is the lever fastened to the piston usually 
called? 

A. The piston lever. 

Q. What is the corresponding lever at the other 
end of the cylinder in a passenger equipment called? 
A. The cylinder lever. 

Q. Are these levers ever spoken of differently? 
A. Yes, sometimes both are referred to as cylin- 
der levers. 

Q. In passenger equipment there is sometimes a 
lever hetiveen the cylinder levers and truck levers, 
one end of which is connected to the hand brake and 

117 



118 New York Air-Beake Catechism. 

the other to the live truck lever. What is this lever 
usually called? 

A. The Hodge, or floating lever; the latter name 
is the one more commonly used. 

Q. We have seen in studying the triple valve 
that a five-pound train-pipe reduction caused the 
triple to put five pounds from the auxiliary into the 
brake cylinder. Hoiv much pressure does this give 
us in the brake cylinder? 

A. It depends upon the piston travel. It may be 
more or less than five ponnds ; it might be five pounds. 

Q. Explain this answer. 

A. We notice that the auxiliary is much larger 
than the brake cylinder, and five pounds taken from 
the larger space and forced into a smaller one will 
give a greater pressure than that put in ; but it must 
be remembered that a small part of the air first put 
into the cylinder goes through the leakage groove 
before the piston gets by and closes it. There is 
still another point. If no air were put into the 
brake cylinder and the piston were pulled out when 
the exhaust port was closed, a partial vacuum would 
be formed. When the air enters the cylinder it must 
first fill this space to atmospheric pressure before a 
gauge placed on the cylinder would begin to show 
any pressure. The longer the travel, the more air it 
would take to fill the space and the less pressure there 
would be for the five pounds put into it. 

Q. Which woidd give a higher pressure for a 
given reduction, long or short piston travel? 

A. Short travel. 

Q. Why? 



Piston Tkavel 



119 



A. Because witli a short travel the same amount 
of air would be expanded into a smaller space. 

Q. With the freight equipment how much hrake- 
cijlinder pressure do ive get for a seven-pound train 
pipe reduction ivith a 6 and a Q-inch travel? 

A. Referring to the table, we see seventeen and 
one-half pounds is obtained with the 6-inch, and eight 
pounds with the 9-inch travel. 





PISTON TRAVEL AND RESULTANT CYLINDER PRESSURE * 


TRAIN PIPE 




REDUCTION. 




















4 


5 


6 


7 
13 


8 


9 


10 


11 


7 


25 


23 


17^ 


10^ 


8 


J PISTON NOT 
1 ENTIRELY OUT. 


10 


49 


43 


34 


29 


231 


19^ 


17 


14 


13 


57 


m 


44 


374 


33 


29 


24 


20 


16 






54 


474 


414 


85 


29 


24 


19 








^' 2 

51 


47 
^0 


40 

47J 


36i 
44 

47 


32 


22 








39 


25 












45 



















*Air Brake Men's 1896 Proceedings. 

The above table is the result of tests made with a Westinghouse 
freight equipment. Each result is the average of several tests, 
and the brake was in good condition. There are two spaces 
where it says "Piston not entirely out," where no brake-cylinder 
pressure is given for a seven-pound train-line reduction. This 
does not mean there was no pressure there, as there must have 
been or the piston could not have gone out and compressed the 
cylinder release spring. The ordinary air gauge does not register 
any pressure less than five pounds, and with a seven-pound train- 
line reduction the pressure gotten in a ten- or eleven-inch piston 
travel is less than five pounds. 

Seventy pounds train-pipe pressure was used in making these 
tests. 



Q. With a sixteen-pound reduction? 



120 New York Air-Beake Catechism. 

A. Fifty-four pounds with the 6-iiich, and thirty- 
five pounds with the 9-inch. 

Q. With a twenty -two -pound reduction^ 
A. After the sixteen-pound reduction, the brake 
did not set any harder on the 6-inch travel because 
the auxiliary and brake-cylinder pressures equalized 
at that point, and this brake was full set. With the 
9-inch travel the air from the auxiliary had 4 inches 
more space into which to expand, and the brake was 
not full set until a twenty- two-pound reduction had 
been made, giving forty-seven and one-half pounds 
brake-cylinder pressure. 

Q, What does this shoiv? 

A. That a brake with a short piston travel is more 
powerful than one with a long travel; that a brake 
with the auxiliary and- brake-cylinder pressures 
equalized cannot be applied any harder by a further 
reduction of train-pij)e pressure, and that if piston 
travel varied in a long train, between 4 and 11 inches, 
there would be no uniformity in the braking power 
developed in the different parts of a train. 

Q. Can a train he handled smoothly with uneven 
travel throughout the train? 

A. Not as smoothly as when the travel is more 
uniform. 

Q. What will be the effect ivith short travel at 
the head of the train and long at the rearf 

A. Having more braking power at the head would 
cause the slack to run in, causing a jar. 

Q. What if the short travel ivere at the rear of 
the train? 



Piston Travel 121 

A. Tlie tendency would be for tlie slack to run 
out and break the train in two, especially if it were on 
a knoll. 

Q. How else ivould the piston travel affect the 
smoothness of the braking? 
A. In releasing the brakes. 

Q. Suppose ive had a train half of tvhich had 4- 
inch travel and the other half 9-inch, tvhich brakes 
ivould start releasing first if the engineer had made 
a ten-pound train-pipe reduction and then, ivishing 
to release the brakes, increased the train-pipe press- 
ure? 

A. Tliey should all start about the same time, but 
the tendency is always for head brakes to start re- 
leasing first if the travel is about alike, as the air 
enters the train pipe from the main reservoir at the 
front of the train, and the pressure is naturally a 
little higher here when recharging. 

Q. Is the same true after a ten-pound reduction? 
A. Yes. 

Q. After a tiventy-tivo-pound reduction? 
A. No ; the long travel brakes will start releasing 
first. 

Q. Why? 

A. Referring to the table, we see that the 4-inch 
travel was not applied any harder after a thirteen- 
pound reduction had been made ; but the 9-inch travel 
continued applying harder until a twenty-two-pound 
reduction of train-pipe pressure had been made. 
With the brakes full set we have fifty-seven pounds 
pressure in the auxiliary and cylinder of the 4-inch 



122 Xew York Aik-Bkake Catechism. 

travel car and forty-seven and one-half on the long. 
Train-pipe pressure has to overcome auxiliary press- 
ure to force the triple pistons to release position, aud 
it is easier to overcome forty-seven and one-half than 
fifty-seven pounds : hence the triple piston on the long 
travel car will go to release position with less of an 
increase of train-pipe pressure than will the triple 
on the short travel car. 

Q. State the general rule in regard to this ques- 
tion. 

A. If reductions have not been continued after 
cars with the short piston travel have been full set, 
all brakes should start releasing about the same time ; 
but if the reductions of train-pipe pressure are con- 
tinued after the short travel brakes are full set, an in- 
crease of train-pipe pressure will start the long travel 
brakes releasing first, with a strong tendency, of 
course, for head brakes to start releasing first on ac- 
count of the pressure at the head end being higher 
during a release. 

Q. If a long and a slwrt travel brake are started 
releasing at the same time, which icill get off first 
and why? 

A. The short travel, because the piston has a 
shorter distance to go and there is a less volume of 
air to be gotten rid of through the exhaust port of 
the triple. 

Q. We have two cars ivith the same piston travel. 
What is the trouble if both are started releasing at 
the same time and one gets off quiclier than the otlierf 

A. The release spring in one cylinder is weaker, 
the cylinder is in poor condition or some part may be 
restricted. 



Piston Tkavel 123 

Q. What harm would it do to take a piston travel 
up to 2 inches? 

A. The piston could not get by the leakage groove, 
and the brake would not stay set. 

Q, What harm ivould it do to let the travel out 
beyond 12 inches? 

A. The piston would strike the head, and we 
would have no brake on that car. 

Q. Does having very long piston travel in a train 
require any more work of a pump in descending 
grades? 

A. Yes ; the air has to be used more expansively, 
and the pump will have to supply more air in re- 
charging. 

Q. If we try the piston travel on a car when 
standing, ivill we find it to be the same as ivhen run- 
ning? 

A. No. 

Q, Why not? 

A. For several reasons ; the shoes pull down far- 
ther on the wheels when running ; the king bolts being 
loose allow the trucks to be pulled together; spring 
in brake beams, loose boxes in jaws, loose brasses on 
journals, the give in old cars, and any lost motion 
that will throw slack into the brake rigging ; all these 
will cause the piston travel while running to be 
longer than that while standing. 

Q, If the piston travel is adjusted ivhen a car is 
loaded, luill it remain the same ivhen the car is light? 

A. It will, if the brakes are hung from the sand 
plank or column castings, but many brakes are hung 



1-4 Xi:\V YoKK AlK I>K\Kl. (\\TKCHISM. 

from the tniok bolsters or the sills of the ear. When 
the ear is loaded, the tniek springs are eoni[)ressed 
and the shoes set knver on the wheels. When the 
ear is unloaded, the trnek springs raise the holster 
and ear body, thns raising tlie shoes so that there is 
less elearanee between them and the wheels. This 
shortens the piston travel, as tlie piston does not have 
to move so far to bring the shoes np to the wheels. 

Q. IIoic could i/ou fell flic piston frarcl on a car 
if it had )io air in iff 

A. This ean be told on freight ears where the 
hand brake and air brake move the pnsh rod in the 
eylinder in the same dire^nion when applying the 
brake. To tell the travel, shove the pnsh rod into 
the eylinder nntil it bottoms. ^lake a mark on the 
pnsh rod and set the hand brake. The distanee the 
mark on tlie push rod has moved will be, approxi- 
mately, the piston travel when nsing air. 

Q. Iloir mucli rariation is permissible f 

A. The smaller the amonnt of variation the better, 

but in road serviee it is the aim to keep piston travel 

between 5 and 8 iuehes. 

Q, Is there ant/ derice irhich irdi leep a constant 
piston travel o)i a ear nitliout ani/ outside aidf 
A. Yes ; a slaek adjuster. 

Q. What slack adjuster is in most general usef 
A. The Ameriean Brake-Slaek Adjuster. 

Q. Is this better than a hand adjustmentf 
A. Yes, because it does its work when the ear is 
in motion, and true travel is had because all lost mo- 
tion is brought out when the car is moving. 



Piston Travel 125 

Q. What is the most satisfactory standing travel 
for general use? 

A. Between 5 and 7 inches. 

Q. Where ivould a moderately long travel he con- 
sidered better than a short? 

A. In a practically level country where, with short 
travel and a large number of air cars in a train, it 
might be slowed up or stoy)ped with a light train-i)ipe 
reduction, thus causing too frequent releases. 

Q. What harm results with a travel that is too 
short? 

A. The piston might not get by the leakage 
groove, and the shorter the travel the more danger 
of sliding the wheels on account of the greater brak- 
ing power developed. A too short travel does not 
give sufficient shoe clearance, and causes a train to 
pull hard if the brake shoes drag. 

Q. On most passenger cars piston travel can he 
taken up hy ivinding up the hamd hrake a little, as 
the two hrakes work in opposition to each other. Is 
this a good practice? 

A. No; it is the act of a lazy workman, and is 
dangerous. 

Q. IIoiv is it dangerous? 

A. If the brake is set quickly, it is likely to snap 
the brake chain, and if a passenger had hold of a 
hand brake wheel wlien the brake was applied, if the 
dog were not caught, the wheel flying round might 
break his hand or aim. 

Q. If the hand hrake on a car luorks ivith the air 
(Figs. 7.V and 75), and the air hrake tvas applied, 



126 New York Aie-Beake Catechism. 

ivJiat would result if the hand brake were then ap- 
plied? 

A. The braking power developed would be too 
mncli for the safety of the wheels, rods, etc., since 
the resultant braking power is equal to the sum of 
the power of both brakes. 

Q. If the air brake ivere then released what dif- 
ficidty would be experienced? 

A. Since the hand brake retains all of the power 
of both brakes it would be a very difficult matter for 
the brakeman to release the brake. 

Q. With this hind of a brake ivhat luould result 
if the hand brake ivere first applied and then the air? 

A. If the air brake were more powerful than the 
hand brake, slack would be thrown into the hand 
brake chain, and the gain in power would be the ex- 
cess power of the air over that of the hand brake. If 
the air power were not as strong as that of the hand 
no effect would be produced since the pull in the hand 
brake rod would be diminished an amount equal to 
the power of the air. 

Q. If the hand and air worked opposite, that is, 
they tended to move the push rod in opposite direc- 
tions to apply the brake (see Fig. '^^) , ivhat effect 
ivould be produced if the air brake ivas applied and 
then the hand brake? 

A. The air brake fully applied is usually stronger 
than the hand brake, hence the pull on the hand 
brake rod due to the air pressure would be greater 
than could be exerted by the brakeman, and the brake 
wheel could not be turned after the slack in the brake 
chain had been taken up. Under these conditions 



Piston Travel 127 

no braking power could be gained by using the band 
brake. 

Q. If the hand brake ivere first applied and then 
the air ivhat icould he the residt? 

A. Applying the hand brake took up all the slack 
in the brake rigging and forced the push rod and 
piston in as far as they could go. When air from 
the auxiliary passed through the triple valve to the 
brake cylinder it would pass through the leakage 
groove to the atmosphere and simply the power of 
the hand brake would remain. The clearance in the 
cylinder being very small would result in a very 
high pressure when the air first entered, thus tending 
to strain the rods and brake-chain, but the air would 
quickly escape as explained. 

Q. Which is the better brake from the standpoint 
of danger to the brakemenf 

A. The one in which both work together. If, 
where the brakes work opposite, a man is using the 
hand brake at the same time the engineer uses the 
air, or an air hose bursts, the air power will turn the 
brake-wheel in the opposite direction tending to throw 
the brakeman from the train. 

Q. If the cars of a train are equipped ivith air 
and hand brakes ivorking together, and the train luas 
being controlled by air, what coidd be done if the 
engineer lost control of the train? 

A. The engineer could call for brakes, and with- 
out releasing the air, the crew could add the power 
of the hand brakes to that of the air. 

Q. What iL'oidd have to be done in a case like this 
if the hand and air brakes tcorked opposite? 



128 New Yoek Aie-Beake Catechism. 

A. After calling for brakes it would be necessary 
for the engineer to make a release before the crew 
could apply the hand brakes, since if this were not 
done and the hand brakes were applied, any leakage 
of brake cylinder pressure would allow the piston to 
move in, thus throwing slack into the brake rigging 
and releasing the hand brake. 

Q. Hoic about leaving cars on a grade if the air 
brake is applied? 

A. If the hand and air work together, the hand 
brake can be a^Dplied without first releasing the air 
and it will remain set after the air leaks off. If the 
brakes work opposite, it is necessary to bleed the car 
before applying the hand brake; if this is not done, 
the release of the air brake by leakage will also re- 
lease the hand brake and the car will run away. 

To be on the safe side it is best, as a general rule, 
to always release the air on one car at a time and 
apply the hand brake, when leaving a car or train on 
a grade; but this would not be necessary, from the 
standpoint of safety, if all hand and air brakes work- 
ed together. 

Q. Are most brakes designed to ivork together or 
opposite? 

A. A large majority of freight car brakes are de- 
signed to work together, while in passenger service 
the opposite is true ; but the importance of this ques- 
tion will result eventually in practically all brakes 
being designed to work together. 



The Retaining Valve. 

Q, With tvliat equipments is the retaining valve 
used? 

A. Throughout the country on freight cars, and 
on engines, tenders, and passenger cars in mountain- 
ous country. 

Q. Why do they not use it on passenger cars in 
hilly country? 

A. It is not necessary, as the higher braking 
power used in passenger service is sufficient to run 
moderate hills with safety. 

Q. Where is it located on cars? 

A. Usually at the end, close to the brake standard 
on freight cars, and at the end about on the level of 
the edge of the hood on passenger cars. On vesti- 
bule cars it is located outside of the vestibule at the 
end of the car. 

Q. To what is it connected? 

A. To the exhaust port of the triple. 

Q. What is its use? 

A. To retain fifteen pounds pressure in the brake 
cylinder to steady the train, and keep its speed from 
increasing too rapidly while the engineer is recharg- 
ing the auxiliaries. 

Q. Hoiv does the handle of the valve stand ivhen 
not in use? 

120 



130 



New Yoek Aie-Bkake Catechism. 



A. Straight down. 

Q. Hoiv does it stand ivhen in use? 

A. In the position shown in the cut (Fig. 43). 

Q. If the brake is not applied, can it he set hy 
turning up the retainer handle? 

A. No; the retainer can be used only to hold air 
in the brake cylinder that has already been put there. 




TO EXHAUST PORT OF 
TRIPLE VALVE 



Fig. 43.— Pressure Retaining Valve. 

Q. Explain the passage of the air through the re- 
tainer ivhen not in use. 

A. With the retainer handle pointing down, as 
when not in use, any air coming from the cylinder 
would pass through ports b, a, and out to the atmos- 
phere through port e. 

Q. Explain the passage of air through the re- 
tainer tvhen in use, as shoivn by the cut. 



Retaining Valve 131 

A. When the engineer increases his train-pipe 
pressure the triple assumes release position, and the 
air passing from the brake cylinder has to pass out 
through the triple valve exhaust port into the retain- 
ing valve pipe to the retaining valve. With the re- 
tainer handle turned up, the air passes through port 
h, a, h, until it strikes the weighted valve 20. Any 
pressure over fifteen pounds forces this valve from 
its seat and passes through the restricted port open- 
ing c to the atmosphere. When the pressure in the 
cylinder is reduced to fifteen pounds, it is held back 
by the valve 20. 

Q, What is the size of the small end of port c? 

A. One-sixteenth of an inch in diameter. 

Q, Why is it made so small? 

A. To keep the brake cylinder pressure from 
escaping to the atmosphere too rapidly after valve 
20 is lifted. 

Q. How long will it take the cylinder pressure 
to reduce from fifty down to fifteen pounds through 
this retainer? 

A. About twenty or twenty-five seconds, during 
which time the auxiliaries with an average length of 
train have become pretty well charged. 

Q. Rave all retainers this restricted port c? 
A. No; in some old retainers there are two ports 
of 1/4 -inch diameter each. 

Q. Will a retainer hold more pressure with a 
long or a short piston travel on a car? 

A. It holds the same pressure regardless of the 
travel. The volume held is greater on the long 



132 New Yoek Aie-Brake Catechism. 

travel car, and consequently any leakage would not 
release the brake as quickly. 

Q. How do we test retainers? 

A. Have the engineer apply the brakes, and turn 
up the retainer handles. Then signal the engineer 
to release, and wait abont a minute, after which walk 
along and turn down the handles. If a blow accom- 
panies the turning down of the handles, the retainer 
is working properly, otherwise the pressure has leak- 
ed away. 

Q. What troubles would make a retainer inoper- 
ative? 

A. A leak in the plug valve operated by the re- 
tainer handle; weight 20 (Fig. 43) being gone or dirt 
on its seat; a split or leaky pipe leading from the 
triple exhaust to the retainer, or a leak in the packing 
leather in the brake cylinder which would allow the 
air to escape to the atmosphere. 

Q. What could he the trouble with the retainer 
if, after the brake was applied and the retainer put 
in use, no air escaped from it when the engineer in- 
creased the train-pipe pressure? 

A. Port c might be blocked. 

Q. If we wish to use a retainer in descending a 
grade, should the handle be turned up before or after 
the brakes are applied? 

A. It makes no difference, if everything is in 
proper condition. 

Q, Explain a case where it would not be proper 
to turn up the retainer handle until just before we 
wish to use it. 



Retaining Valve 133 

A. If the slide valve in the triple leaked, and we 
turned up the retainer handle, air would accumulate 
to a pressure of fifteen pounds in the cylinder if the 
leakage groove were closed, and set the brake on this 
car. If the train were just pulling over a summit, 
the brake being on might stall the train. 

Q, Give a rule to produce best results in using 
the retainer. 

A. In testing retainers while standing, turn up 
the handles at your convenience before or after the 
brakes are applied ; but when using them on the road, 
turn them up just before the brakes are to be applied. 

Q. Is a retainer ever used except to steady a train 
when recharging? 

A. Yes; when brakes have been applied too 
hard, a few are sometimes used at the head end to 
keep the slack bunched after releasing, when drifting 
along preparatory to making a stop. 

Q, Set a brake with the full service application, 
then turn up the retainer handle, release and re- 
charge. After charging the auxiliary in full again, 
make a full service reduction. Will the brake set 
any harder one time than amother? 

A. Yes ; it will set harder the second time. 

Q. Why? 

A. When we started to apply the brakes the first 
time, we had seventy pounds auxiliary pressure and 
nothing in the brake cylinder. The second time we 
had seventy in the auxiliary and fifteen pounds in 
the brake cylinder. By comparison we see that we 
had more air the second time with which to do our 



134 New York Aie-Brake Catechism. 

braking, and the pressures will therefore equalize 
higher. 

Q. Would we gain more the second time over that 
of the first with a long or a short piston travel? 

A. With the long, because the retaining valve on 
the long travel car retains the same number of 
pounds in the cylinder as on the short one, but a 
larger volume; having a greater volume the press- 
ures equalize correspondingly higher. The gain 
would be greater but not the actual pressure ob- 
tained. 

Q. Bo we gain the whole fifteen pounds more the 
second time over what is obtained the first? 

A. No; we gain from about three to six pounds 
pressure, according to the piston travel. 

Q, About how much pressure do we get in the 
brake cylinder for a five-pound train-pipe reduction? 

A. It varies from seven to eleven pounds with 
average piston travel. It may be more or less, but 
this would be a fair average. 

Q. After getting the use of the fifteen pounds that 
the retainer holds, how much pressure would we then 
get in the cylinder for a five-pound train-pipe reduc^ 
tion with an average piston travel? 

A. Between thirty and forty pounds. 

Q. Where a twenty -pound reduction will set a 
brake in full without the aid of a retainer, how much 
reduction is necessary with the fifteen pounds it holds 
to aid? 

A. About fifteen pounds with fair travel. 

Q. Name another gain after obtaining the use of 
the retainer. 



Retaining Valve 



135 



A. If we have to apply the brakes in full, it does 
not take so long to recharge, as the auxiliary and 
brake-cylinder pressures equalize higher with the re- 
tainer to aid. 

Q. Hoiv could ive tell if it ivas safe to turn up a 
retainer handle before reaching the top of a hill and 
not have the brakes drag? 

A. Put the hand over the exhaust port and hold 
it there a few seconds to see if any air is issuing ; if 
not, it is safe to turn up the handle. 



Table. 



(1) 


(2) 


(3) 


(4) 


(5) 


Piston 
travel 

Inches 


5 Lbs. Ferv. 
K-duct-on 

Lbs. 


5 Lbs. Serv. 

Keduc. 
Avith Ket. 

Lbs. 


Full 
Service 
or Emer- 
gency. 
Lbs. 


Full Scrv 
or Emer- 

g^ncy. 
with Ket. 

Lbs. 


4 


23 


59 


571/2 


61 


5 


191/2 


55 


551/2 


59 


6 


131/2 


51 


53 


58 


7 


111/2 


43 


52 


57 


8 


10 


38 


501/2 


56 


9 


8 


35 


48 


55 


10 


+ 


32 


46 


54 


11 


+ 


30 


45 


53 



The above figures were obtained by taking an average of four 
tests for each condition. 

Each test was made with a train-pipe and auxiliary pressure 
of seventy pounds and a standard freight equipment. 

The first column represents the piston travel. 

The second column represents the brake-cylinder pressure ob- 
tained with a five-pound service reduction. 

The third column represents the brake-cylinder pressure ob- 
tained with a five-pound service reduction after once obtaining 
the use of the air held in the cylinder by the use of the retainer. 

The fourth column represents the brake-cylinder pressure ob- 
•'tained with a full service or with an emergency application. 

•pile fifth column represents the brake-cylinder pressure ob- 



136 New Yokk Air-Bkake Catechism. 



tained with a full service or an emergency application after get- 
ting the use of the retainer, 

+ simply means that the gauge used registered no pressure less 
than five pounds. With an 11-inch travel the air is expanded into 
so large a space that a very small pressure is obtained with a 
light reduction. 

The table should be read from the left to the right. 



Combined-AutonnLatic and Straight-Air Brake 
Equipment for Engines and Tenders. 

Q. For what purpose was this equipment de~ 
signed? 

A. Por use on engines and tenders in yard and 
freight service. 

Q, Why is it necessary on yard engines? 

A. Because a triple valve will not recharge the 
auxiliary reservoir between very frequent brake ap- 
plications ; as a result it is necessary for the engineer 
to make a great many stops with the reverse lever. 
Reversing an engine tends to draw cinders into the 
cylinders, where they cut the cylinders and packing. 
The brake on the switch engine should be such that 
it can be used as often as desirable and always have 
the maximum power available. Using the brake 
constantly also keeps the tires in much better condi- 
tion. A quick release is possible with the straight 
air, and, if desired, the brake can be partially re- 
leased. 

Q. Of what use is it on road engines? 

A. Aside from the advantages stated above, while 
switching, it provides a means of bunching slack, 
permits slow-ups to be made to pick up a flag, can 
be used, if desired, to help retard the speed of the 
train while recharging in descending grades; also 
in slowing up at times when much braking power is 

137 



138 New Yokk Aik-Bkake Catechism. 

not required, and where it is unnecessary to waste 
the air to apply the brakes on all the cars and thus 
put needless work upon the pump; and it can be 
used to meet many similar conditions encountered in 
road service. 

Q, Does this brake operate entirely separate from 
the automatic, and is there no danger of obtaining 
too much braking power if one is used ivithout first 
releasing the other? 

A. Each is entirely independent of the other, and 
the safety valves placed in the pipes leading to the 
driver and tender brake cylinders will permit only 
the predetermined amount of pressure considerec. 
suitable for maximum braking power. 

Q. What are the parts necessary to add to the 
standard engine and tender equipment? 

A. As illustrated in Fig. 44, it is necessary to 
apply on the engine: One % Straight Air Brake 
Valve; one Special Reducing Valve; one Double 
Check Valve; one Safety Valve set at 53 pounds. 
On the tender : One Double Check Valve ; one Safety 
Valve set at 53 pounds ; one piece of hose 1 inch by 
36 inches long with nipple and union; two % angle 
fittings, and one % by 2 inch nipple. 

Q, What is the object of the svecial Reducing 
Valve? 

A. To reduce main reservjir pressure to 45 
pounds, that being considered proper with the 
straight-air brake. 

Q. What positions has the Straight- Air Valve? 

A. Release, application, and lap positions. In 
release position cylinder pressure is exhausted direct 



Combined- Automatic and Straight Air 139 



to the atmosphere ; in application position main reser- 
voir pressure, reduced to 45 pounds, passes through 
the brake valve to the double check valves and thence 
to the cylinders. 



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12; 



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140 



New Yokk Aik-Beake Catechism. 



Q. Explain the mechanism of the double check 
valve (Fig. 45). 

A. It consists of a double piston with a leather 
face on each. When air comes from the triple valve 
it forces the pistons to the left so that no air can 
enter through the straight air pipe ; a port (c') is also 
opened to permit the air coming from the triple valve 
to flow to the brake cylinder. When the straight air 
is used the opposite effects are produced ; that is, the 



TO BRAKE CYLINDER 




Vi PIPE 

tobraicecyljjm.de.r 

Fig. 45.— Double Check Valve. 



pistons blank the port connection to the triple valve 
(c), and open a port connection (c) from the straight 
air pipe to the cylinder. 

Q. What is the object of the safety valves (Figs. 
44 and 49)? 

A. If the reducing valve did not reduce the press- 
ure properly, owing to its being in poor condition, 
or if the automatic brake were used without first 



Combined- Automatic and Stkaight Air 141 

Teleasing the straiglit-air brake, the safety valve 
would allow any pressure in excess of 53 pounds to 
escape. 

Q. If the straight-air hraJce is left partially ap- 
plied and the automatic is then applied, ivhat ivill 
he the result? 

A. Nothing unusual will be noticed until the engi- 
neer tries to release the automatic, at which time, as 
soon as the pressure in the pipe between the triple 
and double check valve is less than that between the 
straight-air valve and double check valve, the pistons 
in the double check valve will move over so as to 
stop the escape of air through the triple and establish 
a connection between the straight-air valve and cylin- 
der. 

Q. Hoiv then may the brakes he released? 
A. By placing the straight-air valve in release po- 
sition. 

Q. Where should the handle of the Engineer's 
Brake Valve he placed ivhen the straight-air is in 
use? 

A. In Running Position. 

Q. If the automatic hrake is partially applied 
and the straight-air is then used, ivhat will he the 
result? 

A. As just described, with the opposite condi- 
tions, the brake could not be released on the engine 
and tender without putting the Engineer's Brake 
Valve of the automatic system in Running or Release 
Position. 

The following directions, if properly followed, will 
produce best results: 



142 New Yokk Air-Beake Catechism. 

1. Always keep both brakes cut in and ready for 
operation, unless failure of some part requires cut- 
ting out. 

2. Always carry an excess pressure in the main 
reservoir, as this is necessary to insure a uniformly 
satisfactory operation. 

3. When using automatic keep straight-air brake 
valve in release position, and when using straight- 
air keep the automatic valve in running position; 
this to avoid sticking of the driver and tender 
brakes. 

4. Automatic must not be used while straight-air 
is applied; if desirous of using the automatic, first 
release the straight-air. 

5. Though the use of straight-air while automatic 
is applied will not increase the driver and tender 
brake cylinder pressure above 45 pounds, yet release 
of either cannot be assured while the other brake 
valve is on lap or application position. 

6. Bear in mind that the straight-air on the 
driver and tender brakes is almost as powerful as the 
automatic brakes on same, and that each should be 
used with care to avoid rough handling of the train, 
and loosening of tires on drivers in holding down 
long grades. 

7. The straight-air reducing valve should be kept 
adjusted to 45 pounds and the driver and tender 
safety valves at 53 pounds. Where a full applica- 
tion of the straight-air causes either or both safety 
valves to operate, it indicates too high adjustment of 
reducing valve or too low adjustment of safety valves. 
Have them tested and adjusted. 



Combined- Automatic and Steaight Aik 143 

Q. Where is the Straight-Air Brake Valve usual- 
ly located? 

A. On tlie side of the cab within convenient reach 
of the engineer when the engine is being run either 
forward or backward. 

STEAIGHT- AIR BEAKE VALVE. 

Q. Figs. 46 and 47 shoiv a longitudinal and an 
end section of the straight-air brake valve. What 
are its different connections? 

A. To the straight-air train pipe or brake cylin- 
der, to the main reservoir, and to the atmosphere as 
indicated. 

Q. Explain the operation of the valve. 

A. The main reservoir pressure, as indicated, is 
always free to reach chamber A (Fig. 46). The 
slide valve 1, controlled by the operating handle 2, 
controls the flow of main reservoir pressure into port 
B piped to the brake cylinder, and also the flow of 
air from port B (brake cylinder pressure) to the 
atmosphere through port D. 

Fig. 46 shows the valve in release position and, as 
indicated by the arrow, any air in the brake cylinder 
is free to pass through port B and through the cavity 
of the slide valve into port D to the atmosphere. 

Moving the controlling handle to lap position, as 
indicated, destroys the connection between ports B 
and D and all ports are blanked. 

By moving the controlling handle to the extreme 
position to the left the slide valve is moved ahead 
so that air in chamber A is free to pass through port 
B to the brake cylinder. This port connection, by 



144 New York Aie-Brake Catechism. 

the proper manipulation of the controlling handle, 
may be made large or small as desired, thus produc- 
ing either a quick or slow application of the brake. 
A corresponding quick or slow release may also be 
obtained as desired. 




To Brake Cylinder To Main Reservoir 



%'Pipe 



V4Pipa 




Fig. 46.— Longitudinal Section op Fig. 47.— End Section of 
Straight- Air Brake Valve. Straight- Air Brake 

Yalve. 

Q. If the valve handle is alloived to remain in 
application position how much brake cylinder press- 
ure will result? 

A. Forty-five pounds, or that for which the spe- 
cial reducing valve is adjusted. 



Combined-Automatic and Straight Air 145 

Q. In what position should the brake valve handle 
he carried when the hrake is not in use? 

A. Eelease position; so placed any slight leakage 
of main reservoir pressure by the seat of the slide 
valve will not cause the brakes to creep on the en- 
gine and tender, since the air would escape direct to 
the atmosphere through the exhaust port of the slide 
valve. 

straight-air reducing valve. 

Q. Name the different parts of the reducing valve 
(Fig, 48). 




Fia. 48.— Reducing Valve for Straight- Air Beake. 



146 New York Air-Brake Catechism. 

A. 19 is the regulating stem; 20, regulating 
spring; 21, diaphragm stem; 22, nut; 23, diaphragm 
washer; 24, body; 25, feed-valve cap nut; 26, feed 
valve; 28, feed-valve spring; 29, spring box; 30, 
check nut; 31 diaphragm ring; 32, diaphragm; 33, 
diaphragm shield ; and 34, the regulating nut. 

Q. Explain the operation of this valve. 

A. The tension of regulating spring 20 is ad- 
justed so that a pressure of 45 pounds in chamber A 
will compress it and force the diaphragm up, at 
which time the feed-valve spring 28 and the main 
reservoir pressure below the feed valve will force 
the valve to its seat. 

When the pump is first started there is not suffi- 
cient pressure in chamber A to force the diaphragm 
up against the tension of the regulating spring 20, 
hence the diaphragm is forced downward unseating 
the feed valve 26 and main reservoir pressure flows 
by the feed valve until the pressure between the re- 
ducing valve and the straight-air brake valve is 45 
pounds at which time, as already described, the feed 
valve closes. 

When the straight-air brake is used the reducing 
valve will feed air to the straight-air brake valve 
whenever the pressure between the reducing valve and 
the brake valve is less than 45 pounds, or any other 
pre-determined pressure which is considered a safe 
cylinder pressure for braking purposes. Practice has 
demonstrated that 45 pounds is the proper pressure. 

Q. What are the chief troubles likely to result 
ivith the reducing valve? 

A. The rubber diaphragms may rupture, ^d 
dirt may collect on the seat of the feed valve 26. 



Combined- Automatic and Straight Air 147 

Q, What u'ould be the result if the diaphragms 
became rupturedf 

A. A leak would be produced that would have to 
be supplied by the pump. 

Q. What would result if dirt collected on the seat 
of valve 26? 




Fig. 49.— Safety Valve. 



A. Maximum main reservoir pressure would be 
obtained between the reducing valve and the straight- 
air brake valve and, if the brake valve were left in 
application position, there would be a constant waste 
of air through the safety valves, shown in Fig. 44, 
as soon as the brake cylinder pressure exceeded 53 



148 New York Air-Brake Catechism. 

pounds, that at wliicli the safety valves are usually 
adjusted to open. 

Q. What special care should he exercised in put- 
ting the reducing valve together? 

A. Care should be exercised, especially if a large 
wrench is used, not to screw the spring box 29 up too 
tight. If this is done the diaphragms 32 may be 
crushed sufficiently to make it impossible for feed 
valve 26 to seat and a high braking pressure will be 
available with the result that considerable air will be 
wasted through the safety valves. 

Q. How should the reducing valve he located? 

A. It should always be located inside the cab and 
with the spring box on top to prevent any accumula- 
tion of water, oil, or dirt from lodging on the dia- 
phragm, and not too near the heat of the boiler. 

Q. At what pressures should the reducing valve 
and the safety valve he adjusted? 

A. The reducing valve at 45 pounds and the safe- 
ty valve at 53 pounds. 



High-Pressure ControL 

Q. TVJiat does Fig. 50 representf 

A. The liigli-pressure control apparatus. 

Q. What special conditions is this equipment sup- 
posed to meet? 

A. It is designed for the purpose of making it 
easier to let heavily-loaded freight trains down steep 
grades. 

Q. How is this accomplished? 

A. By the use of a duplex or triplex governor 
on the engine and two safety valves, one on the en- 
gine and the other on the tender. 

Q. Hotv does this make it any easier to drop heavy 
freight trains doivn grades? 

A. It permits of either of two train-pipe and 
main reservoir pressures being carried; the higher 
train-pipe pressure permits of a greater braking 
power on the cars but not on the engine and tender. 

Q, If a greater braking potver is ohtained on the 
cars, ivhy does not a greater braking power also re- 
sult on the engine and tender? 

A. Because the safety valves on the engine and 
tender brake cylinders, as shown in Fig. 50, will not 
permit of any greater pressure than that obtained 
with the usual train-pipe pressure of 70 pounds. 

Q. Why is it not advisable to employ any higher 
pressure on the driver anid tender brakes? 

149 



150 




A. Exx>erien<;e ha« deirion«trated that in grade 
Berviee tire heating i« likely to result if a higher 
jirc^HHure i» u«ed. Another reason for not using this 
Ingfier f>re«8ure (toriHiniM in the fact that the weights 
of the itw^viMt and UtruUtr vary, hitncAt the liability for 
wfi(;iil Hh'ding would be increased were the higher 
p njSH ij rr,'K ])(', 11 (I i tU^d. 

(/. Would there not he da/nfjer of dlding the 
uheeln on freight cars ii:hen uning a higher traiu'jnpe 
pressure? 

A, If used on empty cars, yes; but if used on 
heavily-load(;d cmi'h there would be no danger, as 
the braking power is usually 70 f>er cent of the light 
weight of the f^r, and when a car is loaded to its full 
c/dpacAiy, the percentage of braking x>ower as corn- 
fiared with the cjnnh'mcA weight of the car and its 
contiints is very much smaller than this ev^cn when 
using a train-pipe pressure of 90 i^K>unds. The 
braking power on a loaded freight c^ar approximates 
22 iHiV ('Ami of the total weight. 

Q, Which is the high-pressure governor Fig. f}0? 
A. The one at the right. 

Q. What does the engineer do if he wishes the 
usual train-pipe pressure of 70 pounds and a main 
reservoir pressure of 90 pounds? 

A. He opens the small cock in \A\)e c. This 
governor is a^ljuHted to shut off steam when a train- 
pipe pressure of 70 j>ounds has been obtained; the 
excess pressure valve will give the desired excess 
X)ressure of 20 pounds so that when the pmnp stops 
there will be a pressure of 70 pjounds on the train 
pii;e and a main reservoir pressure of 90 x^ounds. 



152 New Yoek Air-Bkakk Catechism. 

Q, In ot'dci' to obtain a train-pipe pressure of 90 
pounds on the train pipe and 110 pounds on the main 
reservoir irliat should be done? 

A. Siiii})ly close the small cock in pipe c (Fig. 
50). Shut ting tills cock cuts out the low-pressure 
governor and the pump will not stop until a train- 
pipe pressure of 90 pounds has been obtained; the 
excess pressure valve will have permitted 20 pounds 
excess to have accunnilated in the main reservoir; 
lience, when the pump stops, there will be a pressure 
of 90 [)ounds in the train pipe and 110 in the main 
reseiToir. 

Q, Would H he safe to nse the 90-pound train- 
pipe pressure on the train pipe when there were one 
or two light cars in, the train? 

A. No damage would result if a hose did not 
burst, or a heavier reduction than 18 or 20 })ounds 
were not made, in which event the wheels on these 
cars might be slid. 

Q. What is the usual practice tinder such circum- 
stances f 

A. To cut out the one or two light ears. 

Q. With a train-pipe pressure of 90 pounds, is 
anif more braking power developed with a 5, 10 or 
15-pound reduction tliaii if 70 pounds were carried^ 

A. No gain will be made unless train-pipe reduc- 
tions are continued after the ])oint has been reached 
at which the auxiliary and brake cylinder pressures 
would eiiualize when using the 70-pound train-pipe 
pressure. 

Q, Whij is this? 

A. Because, if calculated, it will be found that 



IIigh-Prkssure Control 153 

it ic^iuires the same number of cubic inches of free 
air to raise the auxiliary reservoir pressure from 50 
to 70, 70 to 90, or 200 to 220 pounds. If the same 
amount of air is used in each case, the same pressure 
would result if 20 pounds were taken from the auxi- 
liary, when containing- any y)ressure above 70 pounds, 
and put into the brake cylinder if the i)iston travel 
were not less than 8 inches. 

Q, If a reduction of 20 pounds will equalize the 
reservoir and brake-cylinder pressures tvhen employ- 
ing an eight-inch piston travel and a train-pipe press- 
ure of 70 pounds, how much reduction will he neces- 
sary to equalize these pressures with a train-pipe 
pressure of 90 pounds? 

A. A 26-pound reduction. 

Q. IIoiv much more powerful would a brake be 
when using a train-pipe pressure of 90 as compared 
with 70 pounds? 

A. Ai)proximately 25 per cent. 

Q, What does Fig. 51 illustrate? 

A. This illustrates the latest practice as recom- 
mended by the New York Brake Company for either 
the high-pressure control or the high-speed brake. 
It is their standard double-pressure system operated 
by a triplex governor. 

Q. At W'hat pressures are the three governor 
heads adjusted? 

A. The one at the left, 70 pounds ; the middle one, 
90 pounds if used with the high-pressure control, 
and 110 pounds when used with the Jiigh-speed brake; 
the one at the right is adjusted at from 100 to 140 
pounds, according to whether the engine is to be used 



154 



New Yoek Aie-Beake Catechism. 



in liigli-pressure control or high-speed service, and 
according to the condition of country, number of cars 
hauled, length of train, etc. 

Q. If it is desired to use the ordinary 70-pound 
train-pipe pressure ivJiat is done? 



Supplementary Reservoir 



I Duplex Gauga 



Copper 
Pipe y^ 



If more convenient 
make connection 
with main reservoir 
top ot Governor with 
Tee. 



Triplex Governor JJ'f"" ^'P^ "^^P 
-^Adjusted to 90 



Adjusted to 1 00 
or 140lbs. 




Main Reservoir Top 



To Pump 



If more convenient this 
connection can be majf' 
at Engineer's Valve 



r Train Brake Pipe 

Fig. 51.— Method of Piping Triplex Governor. 



A. Cut-out cock A is left open. With this cock 
open, and the brake valve in running position, the 
pump will stop when the train-pipe pressure has 
reached 70 pounds. When a reduction of train-pipe 
pressure has been made, and the brake-valve handle 
is on lap, the pump goes to work and will not stop 
¥.ntil the main reservoir pressure has reached that 



High-Pressure Control. 155 

at which the governor head at the right is adjusted. 
By the time the engineer is ready to release there 
will be a high main-reservoir pressure with which to 
make a prompt release and recharge. With the 
brake valve in running position the pump will stop 
when the train-pipe pressure is 70 pounds but the 
excess pressure valve will give an excess pressure of 
20 pounds. During such time as the brake is not 
applied it will only be necessary for the pump to 
operate against a pressure of 90 pounds. 

Q. What should he done if it is desired to use 
this equipment ivith the high-pressure control or 
high-speed equipmentf 

A. Close cock A. With this cock closed, and the 
brake valve handle in running position, the pump 
will not stop until the pressure in the train pipe has 
reached that for which the middle pressure head is 
adjusted. With the high-pressure control this would 
be 90 pounds, while with the high-speed brake it 
would be 110 pounds. As soon as a reduction of 
train-pipe pressure is made, and the brake-valve 
handle is placed on lap, the pump will start to work 
and not cease operations until a main-reservoir press- 
ure is obtained that will operate the high-pressure 
governor head at the right. With the brake valve 
handle in running position a train-pipe pressure of 
90 or 110 pounds, according to the adjustment of 
the middle pressure head, will be obtained, and the 
excess-pressure valve will give an excess pressure of 
20 pounds in the main reservoir. At the time of a 
release, however, the excess pressure depends upon 
the adjustment of the high-pressure head at the right. 



D\iplex Control. 

Q. What is the purpose of the apparatus shoiun 
in Fig. 52f 

A. To provide a means by which a high main- 
reservoir pressure is available with which a quick 
release and recharge may be made on long freight 
trains. This is accomplished in such a way that it 
is necessary for the pump to operate against a high 
main-reservoir pressure during only such time as the 
brake is applied. 

Q. What additional parts are necessary to ohtaiAi 
the advantages of this device? 

A. An extra pressure head for the governor and 
a Siamese fitting, as shown in Fig. 52. 

Q. At tvhat pressure is it customary to adjust 
these pressure heads? 

A. The one which, as indicated, is connected to 
train-pipe pressure is set for 70 pounds, while the 
one connected to main-reservoir pressure is set at 
110 pounds. 

Q. What objection is there to using one pressure 
head and adjusting it to stop the pump ivhen a main- 
reservoir pressure of 110 pounds has been obtained? 

A. A pump operating against a high pressure 
continuously in freight service is much more likely 
to become overheated. 

Q. Explain its operation. 

156 



Duplex Control 



157 



A. As indicated on the cut, the low-pressure head 
is connected to the train pipe and the high-pressure 
head to main-reservoir pressure. 



Duplex Gauge Supplementary 



Otrpf^x Qovefnor 

Adjusted to 100 or 110 lbs. 
, Plug usual Pump Gov. , Connection \ 




Fig. 52.— Duplex Control. 



158 New York Air-Brake Catechism. 

With the brake-valve handle in running or release 
position the pump is stopped by the low-pressure 
head as soon as train-pipe pressure reaches 70 
pounds. When the brake valve is in running position 
the excess pressure valve gives the proper excess 
pressure in the main reservoir. 

As soon as the brake-valve handle is moved to ser- 
vice position and the train-pipe pressure is below 70 
pounds, the pump immediately starts to work and will 
not cease operations until main reservoir pressure has 
reached 110 pounds. 

When the brake-valve handle is moved to release 
position the high pressure assures a prompt release 
and recharge. 



Signal System. 

Q. What form of signal ivas used before the com- 
pressed air signaling apparatus was invented? 




Fig. 53 — Signal Equipment on Engine. 



A. Tlie old bell rope and gong signal, sucli as is 
now used on freight trains. 

Q. Bo all roads use the air signal in passenger 

service? 



A. Not all, but most roads do. 

159 



160 New Yokk Aie-Brake Catechism. 

Q, What parts of the signaling apparatus are 
found on the engine? 

A. The reducing valve (Fig. 57), the signal valve 
(Pig. 56 or 59), the whistle (Fig. 58), and the pipe 
connections as shown in Fig. 53. 

Q. What parts are found on the car? 

A. The discharge valve (Fig. 55), the signal cord 
running the length of the car, and the signal-pipe 
connections as shown in Fig. 54. 

Q, Where is the discharge valve (Fig. 55) usually 
located? 

A. As shown in Fig. 54, although it is sometimes 
found inside the car over the door. 

Q. Why is it tetter placed outside? 
A. "When it is so placed the noise of the discharge 
will not affect nervous people. 

Q. How does the car discharge valve operate? 

A. The signal cord is attached to the valve in the 
hole of 5 (Fig. 55) ; when the cord is pulled, valve 3 
is forced from its seat, allowing whistle-pipe pres- 
sure to escape to the atmosphere. 

Q. What is the trouble ivhen there is a constant 
leak from the discharge valve? 
A. There is dirt on the seat of valve 3 (Fig. 55). 

Q. Where is the signal valve (Figs. 56 or 59) lo- 
cated? 

A. In the cab, where it will not be subjected to 
severe heat or cold. 

Q. Where is the reducing valve (Fig. 57) usually 
placed? 



Signal System 



161 



A. It was formerly customary to locate it outside, 
next to the main reservoir, but now good practice 
locates them inside the cab where they cannot freeze 
in winter. 

Q. What is the duty of this valve? 

A. To maintain a constant pressure on the signal 
pipe. 




Fig. 54 

Q, Explain me action of the reducing valve 
(Fig, 57). 

A. The top spring has a tension determined by 
the pressure to be carried on the whistle pipe. This 
spring holds piston 6 down as long as the tension of 
the spring is greater than the pressure underneath 
the rubber diaphragm 7. 



162 New Yoek Aik-Beake Catechism. 

As long as the piston is down, valve 5 is held from 
its seat, allowing main reservoir pressure to feed in 
as indicated. It passes by valve 5, np under the 
piston, and into the signal pipe as indicated, until 
the pressure on the whistle pipe and underneath the 
diaphragm 7 is greater than the tension of the spring 
over the piston 6, when the spring is compressed, 
allowing piston 6 to travel up, and spring 10 raises 
valve 5 to its seat, shutting off the further passage 
of air from the main reservoir to the signal pipe. 

Q. Where is the ivhistle (Fig. 58) located? 

A. In the cab, as .near the engineer as convenient. 

Q. To what is it connected? 

A. To a pipe which leads from the signal valve 
as indicated (Figs. 56 and 59). 

Q, What is its use? 

A. As the signal or whistle valve (Figs. 56 and 
59) operates, the air leaving this valve escapes 
through the whistle (Fig. 58). The blast signals 
the engineer. 

Q. Where does the air come from that supplies 
the signal system? 

A. From the main reservoir on the engine. 

Q, Explain the passage of the air from the main 
reservoir through the signal system, 

A. It first passes from the main reservoir (Fig. 
53) through the reducing valve. After leaving the 
reducing valve there is a tee in the pipe, one branch 
of which leads to the signal valve (Fig. 56 or 59) 
and the other back into the train. Under each car 



Signal System 



163 



(Fig. 54) there is a strainer in a tee, and a brancli 
of the whistle pipe goes to the discharge valve. 

Q. What does the conductor do if he wishes to 
signal the engineer? 

A. He pulls the signal cord in the car. 




Fig. 55. 



Q. What effect has this? 

A. It makes a sudden reduction on the signal 
pipe which, as will be described later, causes the sig- 
nal valve to operate and blow the signal whistle. 



SIGNAL VALVE. 

Q. Name the parts of the signal valve (Fig. 56). 

A. 1 is the diaphragm; 4 the diaphragm stem; 5 
the lower case ; 7 the pivot valve ; 8 the upper case ; 
9 the lower diaphragm plate ; 10 the upper diaphragm 
washer; and 11 the cap. 

Q. Explain the operation of the signal valve. 



164 New York Air-Beake Catechism. 

A. When air pressure is present in tlie signal pipe 
it is free to enter the signal valve as indicated; it 
passes through the small feed ports 2 and 3, thns 
charging chambers B and A on either side of the dia- 
phragm 1. The ports are so proportioned that, in 
response to a qnick reduction of signal-pipe pressure, 
the pressure in chamber A can escape faster than 
that in chamber B. As a result, the greater pressure 
in chamber B forces diaphragm 1 and diaphragm 
stem 4 up, causing the pivot valve to unseat; air is 
thus permitted to pass through ports 6, and to the 
signal whistle as indicated. 

Q. What causes the whistle to cease sounding? 

A. The same reduction that caused the signal 
valve to operate also caused the reducing valve to 
open. In response to the increase of signal-pipe 
pressure, due to the opening of the reducing valve, 
the increased pressure enters the signal valve, passes 
through port 2 into chamber A and forces diaphragm 
1 to the position shown. This action seats the pivot 
valve and causes the blast of the whistle to cease. 
The pressures in chambers A and B equalize quickly 
through port 3, and the signal valve is again ready to 
respond to a reduction of signal-pipe pressure. 

Q. How long must we wait before again trying to 
put the signal valve in operation? 

A. About three seconds, long enough to be sure 
that the pressures in chambers A and B have equal- 
ized. 

Q. Give a rule hy which we can pull the whistle 
signal cord in the car and gain the best results. 
[ A. When pulling the cord, make an exhaust of one 



Signal System 



165 



second, and then wait three seconds to allow the 
whistle to cease blowing and the pressures to equalize 
throughout the signal system before making another 
reduction. 

Q. In pulling the signal cord, tvhat should ahvays 
be home in mind? 



To Signal Pipe 
X 



To Whistle 
Y 




Fig. 56. 

A. That it is not the amount of reduction but the 
suddenness that causes the whistle to blow. 

Q, Fig. 59 shows the latest type of signal valve 
sent out by the Neiu York Air Brake Company and 
is knoiun as the 1903 model signal valve. Explain 
its operation. 

■ A. A description of its operation would be but a 
repetition of the description of the older type of sig- 
nal valve shown in Fig. 56. 

Q. What is the difference in the construction of 
the two valves? 



166 New Yoek Aie-Brake Catechism. 

A. The difference in the valves consists in the 
method of drilling port 3; a glance at this port in 
the two valves clearly demonstrates this point. A 
projection 13 fastened to the post 5 has also been 
added to the later type of valve. 

Q. What has been accomplished by drilling port 3 
into the large port 12, and by having the port 12 fit 
over the pin 13? 

A. The valve is made more sensitive to light, 
quick reductions in signal pipe pressure, without 
being affected by ordinary leakage; and hence gives 
better results on all lengths of train. 



Peculiarities acnd Troubles of the Signal 

System. 

Q. If no air reaches the signal pipe when am en- 
gine is coupled to a train, and ive knoiv that all cocks 
stand properly, ivhat might be responsible for the 
trouble? 

A. The reducing valve miglit be frozen, or the 
signal pipe blocked with ice. The reducing valve 
seldom freezes except when located outside of the 
cab and then only in cold weather. 

Q. What is the trouble if the signal cord is pulled 
in the car and no air issues from the car discharge 
valve? 

A. The cut-out cock in the saloon has been closed, 
the strainer into which the branch pipe connects is 
closed, or the seat of the valve in the car discharge 
valve is loose. 

Q. Give conditions that would result in the air 
tvhistle not responding properly, 

A. A dirty strainer in the tee under the car where 
the branch pipe to the car discharge valve couples 
to the signal pipe; ports 2 or 3 of the signal valve 
(Figs. 56 and 59) being stopped up; a baggy dia- 
phragm 1 (Figs. 56 and 59), or a hole in it; the bowl 
of the whistle (Fig. 58) being closed with foreign 
matter, or the bell being improperly adjusted ; a re- 
duction that took air enough from the signal pipe 



168 New York Air-Brake Catechism. 

but that did not take it fast enough ; or, as explained 
before, the reducing valve might be frozen. 

Q. Why ivould the whistle not respond if ports 2 
or 3 (Figs. 56 and 59) ivere closed? 

A. No air could enter the signal valve if port 2 
were closed and if port 3 were closed no air could 
reach chamber B beneath the diaphragm and there 
would be no air pressure to force the diaphragm up- 
ward when a reduction of signal-pipe pressure was 
made ; hence, the pivot valve would not be lifted from 
its seat and no air could reach the whistle. 

Q. Why ivould a baggy or stretched diaphragm 1 
(Figs. 56 and 59) cause the ivhistle not to respond? 

A. When a reduction is made in the signal pipe 
one is also made in chamber A of the signal valve, 
leaving the pressure in chamber B greater. With 
the diaphragm bagged the pressure in chamber B 
lifts the diaphragm, but the stem 4 is not moved. 

Q. What will cause this diaphragm to hag? 

A. The use of poor rubber, or oil from the pump 
may work through to the diaphragm and cause it to 
decay. 

Q. What m,ay cause a whistle to respond hut once 
tvhen the conductor pulls the cord twice? 

A. He may have pulled the cord the second time 
before the whistle stopped blowing in response to the 
first reduction, with the result that but one long blow 
would be obtained ; or the second reduction may have 
been made before the pressures in chambers A and B 
had become equalized. A very light reduction will 
sometimes produce the same result, in which case the 
pressure in chamber A is not reduced sufficiently to 



Peouliaeities and Troubles of Signal System 169 

permit the pressure in eliamber B to lift the dia- 
phragm. 

Q. What will happen if dirt lodges on the seat of 
the small valve in the reducing valve (Fig. 57 )f 

A. The valve cannot close and signal-pipe pres- 
sure will equalize with that in the main reservoir. 




TO MAIN RESERVOIR 

Fia. 57. 




Fig. 58. 



Q, What effect ivill this have? 

A. The whistle is likely to blow, especially on a 
short train, when the brakes are released. On a long 
train the reduction would be more gradual owing to 
the larger volume and the blast of the whistle would 



170 New Yokk Aik-Bkake Catechism. 

be longer. The air whistle on the engine will screech 
when used ; there is a tendency for the whistle to blow 
two or three times when the signal cord is pulled but 
once; there will be a stronger exhaust from the car 
discharge valve when the signal cord is pulled; and 
hose are more likely to burst. 

Q. Why is the whistle likely to hloiv when the 
brakes are released if there is main reservoir pres- 
sure on the tvhistle pipef 

A. To release brakes main reservoir pressure is 
put into the train pipe. This makes the pressure 
in the main reservoir less than that in the whistle 
pipe, and, on account of the dirt on the seat of the 
valve (Fig. 57), whistle-pipe pressure feeds back 
into the main reservoir. The resultant reduction of 
signal-pipe pressure causes a blast of the whistle. 

Q. Why, ivith this trouble, is the whistle more 
likely to sound on an engine alone, when the brakes 
are released, than with a trainf 

A. With an engine alone there is but a small vol- 
ume of air on the signal pipe, and this pressure feed- 
ing back into the main reservoir would cause a more 
sudden reduction than if the signal pipe were longer 
and the volume greater as on a train. 

Q. Why will the air ivhistle on the engine screech 
ivhen used? 

A. Because the bell of the whistle is adjusted to 
OjOerate with a 40-pound pressure instead of that 
which is carried on the main reservoir. 

Q. If an engineer ivishes to know how much pres- 
sure he has on his signal pipe, and he has no test 
gage, how can he determine this point f 



Peculiarities and Troubles of Signal System 171 

A. Shut off the pump throttle and open the bleed 
cock on the main reservoir, then get up in the cab arid 
watch the red gage hand. When the whistle blows, 
the red hand represents a trifle less pressure than is 
being carried on the signal pipe. 

Q, Why does the whistle blow? 




Fig. 09. 

A. Because when the main reservoir is drained 
below the pressure in the whistle pipe, that in the 
signal pipe feeds back into the main reservoir, caus- 
ing a reduction of signal-pipe pressure, and this 
usually causes the whistle to blow. 

Q, What tvill cause a whistle to sing constantly f 



172 New Yoek Aik-Beake Catechism. 

A. Dirt on the seat of the pivot valve (Figs. 56 
and 59). 

Q. Why may jars cause a whistle to hloiv? 

A. Oil baking on the diaphragm 1 of the signal 
valve makes it rigid, and a sudden jar may cause the 
diaphragm to lift, thus unseating the pivot valve. 

Q. Row may the signal-pipe pressure he in- 
creased? 

A. By putting a washer under the present spring 
or by putting in a spring with more tension. 



The Sweeney Compressor. 

Q. What is the object of the Sweeney device? 

A. To recharge a main reservoir quickly in de- 
scending very heavy grades when the air pressure 
is low. 

Q. Explain the parts. 

A. It consists of a pipe running from the steam 
chest to the main reservoir. In the pipe there is a 
cut-out cock, a safety valve, and a non-return check. 

Q, How is it operated? 

A. By turning the cut-out cock and reversing the 
engine when steam is shut off. The main cylinders 
and pistons act as compressors, and compressed air is 
forced into the steam chest and thence through the 
pipe connection to the main reservoir. 

Q, What is the objection to this device? 

A. It is extremely handy in case of emergency, 
such as low pressure or the refusal of a pump to 
work. The objection to it is, that smoke, gas, and 
heat forced into the main reservoir burn out gaskets 
and get the brake system very dirty. 



173 



Water Brake. 

Q. What is the Water or La Chatelier Brake? 

A. It is a brake by means of which the equivalent 
effect of reversing an engine is produced ; that is, the 
back pressure on the pistons acts through the pins the 
same as when using steam. 

Q, Is ivater actually used at the point where the 
work of retardation is accomplished? 
A. No, it is then in the form of wet steam. 

Q. Where does the water used come from? 

A. It is taken from the boiler just above the crown 
sheet. The pressure from above being removed as 
soon as it leaves the boiler it flashes into wet steam. 
The compression to which it is subjected in the cylin- 
ders produces heat that also tends to change any 
water into steam. 

Q. Is the lubricator shut off when the water brake 
is in use? 

A. No, it should be kept in operation the same as 
when using steam. 

Q, What special care should be taken when using 
steam after the use of the water brake has been dis- 
continued? 

A. To avoid throwing water out of the stack 
steam should not be used until the water has had 
ample time to work out. Theoretically there is no 

174 



Watek Beake 1^5 

water, but in practice a small amount is usually 
found. 

Q. Can a water brake be used on either a simple 
or compound engine? 

A. Yes ; Fig. 60 shows its application to a simple 
and Figs. 61 and 62 to a compound engine. 

WATEE BEAKE ON SIMPLE ENGINE. 

Q. What part does the ivater play after it takes 
the form of ivet steam? 

A. As the pistons move back and forth the wet 
steam in the exhaust cavities (Fig. 60) is drawn into 
the cylinders. 

Q. How does it escape from the cylinders? 
A. Through the cylinder cocks. 

Q. If it were not for the wet steam being drawn 
into the cylinders ivhen the engine is reversed, ivhile 
using the water brake, w'hat tvould happen? 

A. Cinders and smoke would be drawn into the 
cylinders and in a short time they would be cut and 
ruined. The heat due to compression would also be 
considerable. 

Q. Hoiv should an engineer proceed to put the 
ivater brake in use? 

A. The cylinder cocks should first be opened and 
should remain open as long as the water brake is in 
use; the reverse lever should be moved back of the 
center the desired amount and the globe valve (Fig. 
60) should be opened immediately. 

Q. When shoidd the ivater brake be put in use? 
A. AA^en the train is moving slowly. 



176 New Yokk Air-Beake Catechism. 




I -HPipejl^ ^'^ y^'j. %-L 
I / Note: DrfU^2 hole in 
I / l4'js.yi'T for drainage 

'1__ 



Fig. 60 —Water Brake on Simple Engine. 



Q. At how fast a speed is it practical to operate 
a water brake? 

A. It is not generally nsed at speeds in excess of 
14 to 20 miles per hour. 



Water Brake 177 

Q. Hoiv far should the reverse lever he moved 
hack of the center? 

A. This depends upon the amount of work that is 
required. The farther back the lever is moved the 
greater the power. 

Q. How much shoidd the glohe valve (Fig. 60) 
he open to ohtain the right amount of steam in the' 
cylinders? 

A. It should be adjusted until the steam issuing 
from the cylinder cocks is a dense white. 

Q. What uill be the character of escaping steam 
at the cylinder cocks if too little water is being used? 

A. It will be a light blue in color. 

Q. Hotv can it be told if too much icater is being 
used? 

A. "Water will be thrown out of the stack. This 
is especially noticeable if the lever is very near the 
center. 

Q. What is the purpose of the 1-32-inch hole 
drilled in the 1-2 x 3-8-inch tee, as indicated (Fig, 
60)? 

A, To permit any condensation to escape. 

Q. In erecting the piping ivhat special care shoidd 
he observed? 

A. Care should be exercised to locate the y^-incli 
X %-inch tee in the center to insure the same amount 
of steam reaching each cylinder; otherwise the ten- 
dency would be for one side of the locomotive to fur- 
nish more retarding power than the other. 



178 



New York Air-Beake Catechism. 



THE BALDWIN WATER BRAKE FOR BALDWIN COMPOUNDS. 

Q, Does 2vliat has been said in general concerning 
the ivater brake for a simple engine also refer to the 
Baldwin Water Brake for compounds? 




^Rod to cab, to op'>,rate exhaust lid 



Rod to cab, to_operate _ 
back pressure valve -^ 



^ — ■ Chatelier valve pipe 
from Cylinder exhaust 
passage to cab 



Elbow tor S%pip3 



Fig. 61.— Side View op Water Beake for the Baldwin 

Compound. 



Watek Brake 179 

A. Yes, and witli this as with the other, the hold- 
ing power is due to the engine being run reversed, 
the water being used as herein explained. 

Q. Explain the cuts (Figs. 61 and 62) referring 
to the ivater brake for compounds. 

A. Fig. 61 is a side view of the front end and Fig. 
62 is an end view. When water is permitted to enter 
pipe A (Figs. 61 and 62) it finally reaches a a, where 
it enters the exhaust passages. D (Fig. 62) is a gate 
or back pressure valve, by means of which the en- 
gineer can regulate the amount of back pressure 
against which the pistons will operate. E is a safety 
valve located in the live steamways to permit any 
back pressure above a given amount to escape. C 
(Figs. 61 and 62) are air inlet valves, which when 
necessary permit air to enter the cylinders and pre- 
vent smoke and cinders from being drawn in. B 
(Fig. 61) is a hinged lid used to close the exhaust 
nozzle. 

Q. How is the brake put to icork? 

A. The initial steps are the same as with the 
water brake on simple engines : Open cylinder cocks, 
put reverse lever in extreme backward position, and 
open the water valve. The exhaust nozzle lid B 
should also be closed, and the air inlet valves C be 
opened. 

Q. Trace the passage of the tcater or steam. 

A. As air enters the inlet valve C (Fig. 61) it 
mingles with the hot water and steam entering the 
exhaust cavities from a a. From here it passes by 
the piston valve G and enters the low pressure cylin- 
der. When the movement of the piston in the low 



180 



New York Air-Beake Catechism. 



pressure cylinder is reversed this combination of 
steam, water and air, excepting that which escapes 
at the cylinder cocks, is compressed while the other 
end of the cylinder is being filled. The steam being 
compressed passes by piston G and on, as indicated 
(Fig. 62), into the opposite end of the high-pressure 




cylinder sajaty valve ^^ ^^~ 
into live steam passageTv^ 1 



Elbow for^ 2^ pipe 
int o live steam passage, 
: sTohlij back 





Fig. 62.— End View of Water Brakr for Baldwin Compounds. 



Water Brake 181 

cylinder H. On the return stroke of the piston it is 
forced from the high-pressure cylinder by the piston 
valve and on into the steam pipe J J, where what 
does not escape at the back pressure valve D accumu- 
lates. The safety valves E take care of any pressure 
in excess of a safe amount. 

Q. Hoiv is the water brake operated on a huo 
cylinder compound of the Schenectady type? 

A. Generally two water pipes are used on ac- 
count of the vast difference in the sizes of the two 
cylinders, and the exhaust valve between the receiver 
and the low pressure exhaust passage is left closed 
while using the water brake. Otherwise the water 
brake is used practically the same as on a simple 
engine. 



Train Inspection. 

Q. Why is train inspection necessary? 

A. To find and remedy, before trying to liandle 
the train on a grade, any defects that would render 
its handling unsafe; part of the pistons may be out 
against the cylinder heads when the brakes are ap- 
plied, the retaining valves may be poor, some brakes 
may not apply, auxiliaries may not charge, leaks may 
exist, the brakes may go into emergency when trying 
to make a service application, and many other de- 
fects may exist. 

Q. Where should ice begin to get a train ready? 
A. At the rear. 

Q. Is it ivrong to start at the head end? 

A. It would not be were the cocks not opened be- 
tween the tender and cars. If the cocks were opened 
the air would blow through and out of a chance open 
cock, and a loss of time and air would result. 

Q. Commencing at the rear, ivhat shoidd he done 
first? 

A. The rear angle cock must be closed and the 
hose hung up. 

Q, What harm is there in alloiving the hose to 
drag? 

A. It collects dirt and cinders, which are blown 
into the train and help to close strainers, and which 
work into the triples and cause them to wear faster. 



Tkain Inspection" 183 

In winter, ice getting into the hose, may block it. 

Q. What should ive do as ive go toivard the 
engine? 

A. See that the retainer handles are turned down, 
hand brake released, hose coupled, and cocks turned 
so that the cars are cut in. 

Q. Hoiv does the cock in the cross-over pipe, con- 
necting the train pipe to the triple, usually stand ivhen 
the car is cut in? 

A. At right angles to the pipe. See Plate I. 

Q, How shoidd the angle cocks stand at the end 
of the car u'hen cut inf 
A. Parallel with the pipe. . 

Q. Do the angle cocks and cut-out cocks always 
stand as just described? 

A. Xo ; sometimes in just the reverse positions. 

Q. Why is this? 

A. These are cocks used with very old equipment 
and may be readily recognized, as they differ in 
shape from those now employed. If in doubt, look 
at the crease in the top of the plug, which always 
stands parallel to the opening in the valve. 

Q. What shoidd ive always do before coupling 
the hose between the engine and cars? 

A. Blow out the train pipe on the engine to get 
rid of dirt and water. 

Q, After coupling the hose and turning the angle 
cocks, are we ready to look over the brakes? 

A. No, not until the pump has charged the train. 

Q, With a constant pressure of seventy pounds on 



184 New Yokk Aie-Beake Catechism. 

the train pipe, hotv long should it take to charge one 
auxiliary from zero to seventy pounds ivith the 
modern equipment? 

A. About seventy seconds. 

Q. Hoiv long does it take to charge a train of 
twenty cars? 

A. This depends on the condition of the pump 
and the leaks in the train. If the capacity of the 
pump were sufficient to keep a constant train-pipe 
pressure of seventy pounds, twenty cars could be 
charged as quickly as one. This cannot be done, as 
twenty feed grooves take air from the train pipe faster 
than the pump will supply it. 

Q, Who should tell when it is time for the test? 

A. The engineer. He should wait until full pres- 
sure is obtained and then make a 20-pound service re- 
duction. 

Q. What should then he done? 

A. One inspector should go over the train turning 
up the retainer handles, while the other examines 
piston travel and looks for leaks. 

Q. What shoidd the piston travel hef 
A. If no rule exists on your road in regard to this, 
a piston travel between 5 and 8 inches will be found 
to give good satisfaction on ordinary grades. 

Q. What should he done after the retainer handles 
are raised and the piston travel adjusted? 

A. The engineer should be signaled to release, 
and then there should be a wait of a minute to allow 
the brake-cylinder pressure to reduce to what the 
retainer holds. 



Train Inspection" 185 

Q. What should tlten he done? 

A. The man on deck should turn down the re- 
tainer handles. If a blow issues from the retainer 
when the handle is turned down, it is working prop- 
erly. A strict count of those working should be kept. 
The man on the ground should walk along and see that 
the brakes release when the retainer handles are 
turned down. 

Q. What should he done after the inspection is 
completed f 

A. A. report should be made to the engineer and 
conductor, giving them a knowledge of the piston 
travel, the number of retainers in working order, the' 
number of cars, the number of air cars in working 
order, tonnage, and any general information concern- 
ing the condition of the train. 

Q. In testing, ivoidd it do to open tlie angle coch 
at the rear of the train to set the hrakesf 

A. This is decidedly a poor practice ; brakes that 
cannot be worked from an engine will sometimes 
work by opening an angle cock. If a hose lining were 
loose, a brakeman might apply the brakes and an 
engineer release them all right, while, in making the 
reduction from the engine, the train-pipe reduction 
going ahead miglit roll up the lining and close the 
hose. We want to know just how the brakes will 
work from the engine. 

Q. If there is a leal' in the hose couplings, what 
should he done? 

A. Turn angle cocks, break the coupling, and, if 
the seat is bad and there is no extra hose gasket, 
make the seats round, if they are not so, and re- 



186 New York Air-Beake Catechism. 

couple. If the leak still exists, break tlie coupling, jout 
a small stick back of each lug, and close the couplings 
on them. 

Q. Why slioitld paper never he used to make a 
joint f 

A. It works into strainers, often causing an 
auxiliary to charge slowly, and it may prohibit get- 
ting quick action on this car. 

Q. When inspecting a train, if ice find a brake 
that does not apply with the rest, what shoidd be 
done? 

A. See that the car is cut in properly, and try the 
bleed cock to see that there is air in the auxiliary. 
If the auxiliary is charged, signal the engineer for a 
train-pipe reduction. 

Q. If the brake applies and then leaks off gradu- 
ally, icithoiit any air coming out of the triple ex- 
haust, what is probably the trouble? 

A. The air is blowing by the packing leather in 
the brake cylinder. 

Q. How can a brake that does not apply when 
the reduction is made be sometimes made to work? 

A. By cutting it off from the car ahead and the 
one behind it and opening the angle cock. The cylin- 
der may be dirty, and setting the brake in the emer- 
gency may loosen the dirt and cause it to work prop- 
erly. 

Q. If the auxiliary ivere found to contain no air 
uhen the bleed cock was opened, what might be the 
trouble? 

A. The feed grooves might be closed in the triple ; 



Teain Inspection 187 

tlie strainer wliere tlie«cross-over pipe joins the main 
train pipe, or the one where the cross-over pipe joins 
the triple, may be filled with dirt and scale. 

Q. Is it good practice to pour oil into a hose to 
malce a brake work? 

A. Decidedly not; it may occasionally furnish 
temporary relief, but it will decay the rubber-seated 
valve and dampen the strainers, pipe, and triples so 
that dirt will adhere to them and render them sticky. 

Q. Is a -small leak, one that the pump tcill easily 
overcome, more easily managed in a long or a short 
train? 

A. In a long train. 
Q. Why? 

A. Because there is a much larger volume of air 
in a long train pipe, and the reduction causing the 
brakes to leak on harder after being applied will be 
much slower on a long than on a short train. Fre- 
quently a leak that could not be gotten along with in 
a train of three of four cars, if cut in with twenty 
tight cars, would not be noticed. 

Q. If a retainer tcere broken off and the pipe 
plugged, uliat would residt? 

A. After the engineer applied the brake, he could 
not release it, as the exhaust port would have been 
closed and permit no cylinder pressure to escape. 

Q. Would it interfere with applying the brake? 
A. No. 

Q. If a brake sticks, what should be done? 
A. Look to see that no retainer handle is up, that 
the hand brake is not set, and that no lever is caught. 



188 New Yoek Air-Beake Catechism. 

Then signal the engineer again to release. If he is 
unable to release it, cut the car out and bleed it. 

Q. Should a car he hied ivlien cut out? 

A. Always ; a leakage of train-pipe pressure be- 
tween the cut-out cock and the triple might cause the 
brake to apply after it was cut out if any air were 
left in the auxiliary. 

Q. If the piston stays out on a car after ive hear 
the air escape from the triple exhaust port, what is 
ivrongf 

A. The release spring is weak probably. 

Q. Is it necessary to cut such a hrake out? 
A. No ; the jar of the wheels against the shoes will 
force the piston in. 

Q. If tiro hose couplings are frozen together, hoir 
should they he separated? 

A. The ice should be thawed, or the gaskets will 
be torn. 

Q. If a triple fails to tvorlc hecause it is frozen, 
uliat should he done? 

A. It should be thawed and the drain plug re- 
moved in the bottom of the triple, to remove the water 
and avoid a repetition of the trouble. 

Q. What two things: woidd cause the h rakes to 
go into emergency when making a gradual train-pipe 
reduction? 

A. The port in the vent valve piston being wholly 
or partially closed, or a triple valve being sticky. 
Port F being partially closed is not so likely to pro- 
duce the emergency application on a long train in re- 
sponse to a gradual service reduction. 



Train Inspection 189 

Q. Hoiv could we find the triple causing the 
trouble f 

A. On a train of five or six cars we can watch to 
see wliicli brake grabs first and cut the car out. On 
a long train the brakes do not usually apply with 
the first reduction on the car causing the trouble, so, 
to find the faulty triple, have the engineer make a 
five-pound train-pipe reduction, find the car with the 
brake not set and cut it out.. Then try again with all 
cut in to be sure that the faulty triple has been found. 

Q. Hoiv luould we find the faidty triple if the 
brakes went in quick-action ivith the first reduction 
on a long train f 

A. Turn an angle cock in the middle of the train 
and see which half contains the trouble; continue in 
this manner until the trouble is located in a five-car 
lot; have the brakes applied and watch these ^Ye to 
see which brake goes into quick-action first, and cut 
out the defective triple. 

Q. If an emergency has been used, or %ve find a 
car cut out, and, when ive cut it in, a strong heavy 
blow issues, from port M and the brakes set on the 
other cars at the same time cannot be released, ivhat 
is the trouble? 

A. The vent valve piston is stuck and thus per- 
mits air to reach the emergency piston which is forced 
back unseating the emergency valve, thus permitting 
auxiliaiy reservoir pressure to pass down to the check 
valve, unseat it, and pass into the brake cylinder. 
The escape of air at port M causes a train-pipe reduc- 
tion that applies the other brakes. 

Q. Bow can we close it? 



190 New Yoek Aik-Beake Catechism. 

A. Tap the triple lightly. If this does not seat 
the valve, turn the cut-out cock in the cross-over pipe 
until the blow stops. The reduction of train-pipe 
pressure may permit the vent valve to seat. 

Q. In trying the brakes on a passenger train, how 
should the signal he given? 

A. From the head car to apply them and from 
the rear car to release them; this method will assure 
us that the cocks through the train stand properly. 
On an excursion train the signal should be tried from 
each car of the train to be sure that the cut-out cocks 
in the cross-over to the discharge valve stand prop- 
erly. 

Q. Explain a means by which poor brakes can be 
detected? 

A. By feeling of the wheels at the foot of a grade. 

Q. What ivill characterize the wheels on the cars 
having the poor brakes? 

A. They will be cold, or cooler at least than the 
others. 

Q. What is this test called? 
A. The thermal test. 

Q. Would we expect to find the same degree of 
heat in cdl the icheels? 

A. No; the heavier cars will have the greater 
braking power as compared with the light ones, and 
these cars would naturally have warmer wheels. This 
test, nevertheless, is a very valuable aid in detecting 
poor brakes. 

Q. How ivould you account for it if a test ivere 
made at the top of a grade and all the brakes applied, 



Train Inspection 191 

hut some of the ivheels ivere found to he cold ivlien 
making the thermal test at the foot of the grade? 

A. One of four chief causes is generally respon- 
sible for this condition: low braking power, poor 
packing leathers, poor retainers, or triple feed 
grooves in a dirty condition. 

Q. What coidd dirty feed grooves have to do ivith 
the cool iiheels if the reservoirs charged all right and 
the hrakes applied properly at the top of the grade? 

A. In the usual yard test air enough will leak 
past the triple-piston packing ring to charge the auxil- 
iary so that the brakes will apply properly if the feed 
groove is dirty. In descending a heavy grade there 
are but a few seconds in which to recharge between 
brake applications ; as a result the reservoirs on the 
cars are never recharged after the first application 
that is made on the grade, and the brakes on these 
cars, as developed by the thermal test, are practically 
useless although they did pass the first test. 



TreLin HsLndling. 

Q. What should ive always do before coupluig 
to a train? 

A. Start the pump and be sure that everything is 
working i^roperly. Do not wait to discover pump or 
engineer's valve defects when your train is in and 
ready to proceed. 

Q. Hoic should an engineer handle the hralie on 
his engine in coupling to a train? 

A. In backing onto a train, especially an empty 
one, he should make two or three applications of his 
driver and tender brakes, and leave his valve on lap 
when coupling to the train. 

Q. Why is this done? 

A. To couple to the train with reduced auxiliary 
pressures. 

When the cocks between the engine and tender are 
turned, in coupling a train to an engine, the brakes 
are usually applied on the engine and tender on ac- 
count of the reduction caused by the air flowing back 
into the train. If the train pipe is long and empty, 
the main reservoir pressure might flow back and 
equalize with that in the train pipe at so low a pres- 
sure that it might not be able to overcome the tank 
and driver auxiliary pressures so as to force these 
triples to release position. In this case the two brakes 
would be stuck, and if more cars were to be picked 
up, we would have to wait to pump up, or get down 

193 



Train Handling 193 

and bleed these two brakes off. If we had backed 
onto the train with reduced auxiliary pressures on the 
engine and tender, we would not have met with this 
trouble, as the main reservoir pressure could then 
have raised that in the train pi^De sufficiently high to 
have released the brakes. 

Q. What slioidd he done after getting our cars 
placed in the train? 

A. We should wait until everything is fully 
charged. 

Q. How can ice tell when the train is charged? 

A. The pump will about stop ; or place the valve 
on lap, and if everything is charged the black hand 
will not fall. ^ 

Q. What should then he done? 

A. A thorough test of piston travel, leaks, and 
retaining valves should be made before attempting to 
handle the train on grades. 

Q. How much reduction shoidd he made? 
A. A gradual 20-pound reduction. 

Q. Why is it necessary to make a test? 

A. A part of the pistons may be traveling against 
the cylinder heads, the travel may be too short, the 
retainers may not be good, or there may be something- 
wrong with a triple that would throw the whole train 
into emergency when the service application was de- 
sired, in which case freight might be shifted or 
broken, especially in a train i3artly equipped with 
air brakes. 

Q. In testing hrakes, from what point should they 
always he applied and released? 



194 New York Air-Bkake Catechism. 

A. From the engine. 

Q. Hoiv could it happen that a brakeman could 
turn an angle cock at the rear of the train and apply 
the brakes, and an engineer coidd release them, but 
that the engineer could not set them from the engine? 

A. The lining of a hose might be loose, so that the 
engineer conld throw air back into the train to release 
the brakes, but when a reduction was made, the air 
flowing in the opposite direction might roll the lining 
up and close the hose. 

Q. Is this a common occurrence? 

A. No, but it is by no means unheard of. 

Q. What else shoidd ahvays be tested? 
A. The train pipe, to see if it leaks, and how 
much. 

Q. Hoiu should this be done? 

A. By making a seven-pound reduction in service 
position and then placing the valve on lap. Watch 
the black hand, and the fall of it will show the leak 
on the train pipe. 

Q. Will not a leak on the train pipe shoiv if the 
valve is simply lapped icithoiit first applying the 
brakes? 

A. It will in time, but not nearly so quickly as by 
the other way. 

Q. Why not? 

A. If the valve is sim.ply lapped, the brakes are 
not applied, the triples are in release position, and 
the feed grooves connect the auxiliaries and train 
pipe. If there is a leak in the train pipe with the 
triples in release position, the air from the auxiliaries 



Tkain Ha:ndling 195 

will leak through the triple feed grooves back into 
the train pipe, and not only the train pipe but the 
auxiliary pressures will have to be reduced before 
the black hand on the gage will register the leak. 

Q. Why is the other ivay quicker? 

A. If the brakes are first applied and the valve 
then placed on lap, the feed grooves in the triples be- 
tween the auxiliaries and train pipe have been closed 
and the leak simply has to reduce the train-pipe pres- 
sure when the black hand will register the leak. With 
a large volume of air a given leak will reduce the 
pressure much more slowly than the same leak draw- 
ing air from a smaller volume. 

Q. Just as soon as a train tips over the summit 
of a hill, ichat should be done? 

A. A reduction of train-pipe pressure should be 
made to be sure that no angle cocks have been turned 
and that the brakes take hold properly, also to get 
the use of the retainers as soon as possible. 

Q. How can ive tell if the angle cocks hack of the 
tank are properly turnedf 

A. By the sound of the train-pipe exhaust. The 
more cars of air the greater the volume of air on the 
train pipe, and the longer the graduating valve will 
stay open to make a given reduction. 

Q. What should he done if the hrakes do not hold 
properly, or ive know by the train-pipe exhaust that 
an angle cock has heen closed f 

A. Blow brakes before the train gets to moving 
fast. 

Q. How much reduction should he made for the 
first? 



196 New York Air-Beake Catechism. 

A. Not less than ^ve pounds, and after we get 
over fifteen cars it is better to make a seven-pound 
reduction. Ten pounds is the proper initial reduc- 
tion to make on heavy grades where all air loaded 
trains are handled and where this amount of reduc- 
tion will not reduce the speed too quickly. • 

Q. In a part air train, what ivould be the harm 
in starting ivith a 10-poiind reduction? 

A. The brakes setting hard on the air-brake cars 
would cause the slack on the non-air cars to run up 
hard, causing a jar that would be likely to damage 
the car or the contents, to say nothing of the effect 
on the crew in the caboose. 

Q. Why is a light reduction liable not to set the 
brakes, especially on a long train? 

A. Because with a large volume of train-pipe 
pressure, reductions are made so slowly that there is 
a tendency for auxiliary pressure to feed through the 
triple feed grooves into and equalize with that in the 
train pipe, in which case the triple pistons would not 
move ; or, if they did, the air going from the auxiliary 
into the brake cylinder very slowly would blow 
through the leakage grooves past the pistons and out 
to the atmosphere. 

Q. Hotv much should be made for the second re- 
duction? 

A. This is governed largely by circumstances, 
but the best results with long trains will be gotten if 
no very light reductions are made. If the reduction 
is being made on a long train and the packing rings 
of some of the triples are a little loose, there is a 
tendency on the part of the auxiliary pressure, that 



Teaix Handling 197 

should go to the brake cylinders, to leak back into 
the train pipe by the packing ring. 

Q. We continue our t}xiin-pipe reductions until 
finally our brakes are full set, that is, all the auxil- 
iary and brake-cylinder pressures have equalized. 
How much reduction is usually necessary to accom- 
plish this, if the piston travel is not over 8 inches? 

A. About twenty pounds, if it is made with one 
reduction ; but in handling a train on a grade, if we 
needed to get all we could, it would be permissible 
to make a 20-pound reduction. 

Q. Give the reason for this last statement. 

A. In descending a grade, we may have gone a 
considerable distance while we have been making a 
twenty-five-pound reduction. Naturally, some of the 
air put into the brake cylinders has escaped by the 
packing leathers to the atmosphere in going this dis- 
tance, and making another train-pipe reduction will 
let more auxiliary pressure to the cylinders. Where 
the twenty-pound reduction was made with one re- 
duction, the air had no time to leak away by the 
cylinder packing leathers. 

Q. Suppose ice had already made a 25-pound re- 
duction and the packing leathers in the brake cylin- 
ders were practically tight, if we continued taking air 
from the train pipe, woidd the brakes be set any 
harder? 

A. No. 

Q., Would we lose any braking power? 
A. Yes. 

Q. Hoiu tvoidd ive lose braking power? 



198 New York Air-Brake Catechism.. 

A. The brake is already full set, that is, the auxil- 
iary and brake-cylinder pressures are equal; with a 
further reduction of train-pipe pressure, no more 
auxiliary pressure can go to the cylinder; but just 
as soon as the auxiliary pressure is enough greater 
than that in the train pipe the triple-piston moves 
out and the port between the auxiliary reservoir re- 
mains open and, train-pipe pressure now being less 
than these pressures, air may feed by the triple pis- 
ton packing ring and into the train pipe. This could 
not happen if the piston formed a good joint on the 
leather gasket, but these gaskets tend to dry out in 
time, in which case the piston does not always form 
a tight joint. 

Q. What places should we pich out, if possible, in 
tchich to recharge? 

A. Where the grade lets up a little and on curves 
where a train binds. 

Q. To release brakes, ichere should the handle of 
the engineer's valve be placed? 
A. In full release position. 

Q. Hoiv long sliould it be left here? 

A. This is governed entirely by the length of the 
train. If, in descending a grade, both hands on the 
gauge show that the train-pipe and main-reservoir 
pressures equalize below seventy pounds, the valve 
should be left in this position until both hands start 
to go above seventy. If the jDressures equalize above 
seventy pounds when the valve is placed in full re- 
lease, and stay there, the valve should be moved to 
running position as soon as the brakes are released, 
so as not to overcharge the auxiliaries. This repre- 



Train Handling 199 

sents general practice but there are exceptions in 
heavy grade work with heavy trains. 

Q. Why, on a long train, should the valve he left 
in full release position until both hands start above 
seventy pounds? 

A. A large port connects the main reservoir and 
train pipe in this position and a small one in run- 
ning position, and we get the benefit of the excess 
pressure from the main reservoir in recharging; the 
pump works faster, and we can charge the train much 
more quickly, because the train-pipe pressure being 
higher forces air into the auxiliaries faster. 

Brakes are likely to stick and 'wheels slide, especi- 
ally on a long train, if we try to release them in run- 
ning position. 

Q. Why does the pump icork faster? 
A. Because there is less main-reservoir pressure 
for it to work against. 

Q. Why ivill some braJies stick in trying to re- 
lease them in running position? 

A. Because the train-pipe pressure rising slowly 
may feed by some triple-piston packing rings, and 
allow auxiliary pressure to keep equal with that in 
the train pipe. 

Q. V/hy will the ivheels slide in this case? 

A. Because the brake on this car has been left full 
set and the auxiliary fully recharged. A five-pound 
reduction will probably set this brake in full with a 
pressure of sixty-five pounds, and this is more than 
is safe, especially with a light car. If a brake once 
sticks it is very likely to remain stuck, as the auxili- 
ary and brake-cylinder pressures equalize so higli 



I'OO New Yoek Air-Bra.ke Catechism. 

that it requires a liiglier train-pipe pressure to re- 
lease this brake, and the train-pipe pressure increas- 
ing slowly, gives the air a better chance to leak by the 
packing ring. A brake acting this way may be all 
right if handled properly. 

Q. In descending a grade after getting the use of 
the retainers and having everything recharged j why is 
a five-pound reduction much more effectual than a 
five-pound reduction made ivithout the use of the re- 
tainer? 

A. Because in one case we are putting five pounds 
from the auxiliary into fifteen pounds in the cylinder, 
and in the other we are putting five pounds from the 
auxiliary into an empty cylinder, and a part of that 
put in blows through the leakage groove before the 
piston travels far enough to close it. 

Q. If a 20 -pound train-pipe reduction trill apply a 
brake in full ivithout the use of the retainer, how 
much reduction ought to set the brake in fidl after get- 
ting its use? 

A. Not over fifteen pounds. 

Q. If all retainers are being used, is it necessary 
after charging up to make a 5 or 7-pound for our first 
r eduction f 

A. Yes ; some of the retainers might have 'been out 
of order, so as not to hold any air in the cylinder, and 
less than a five-pound reduction would not catch 
these brakes again. 

Q. What shoidd an engineer do, if, u'hen he is not 
using the brakes, he feels them applying so as to 
di^ninish the speed of the train perceptibly? 



Trai X Han dli n g 2( J 1 

A. He sliould place the handle of the engineer's 
valve on lap. 

Q. Why? 

A. Probably a hose has burst, or the conductor is 
using the conductor's valve. If the valve is not lap- 
ped, the main reservoir pressure will be lost, and 
tliere will be no pressure with which to release the 
brakes and recharge the auxiliaries. 

Q. Which is less hurtful, a leak that icill grad- 
ually sloiv a train up, or one that uill simply keep the 
train running steadily? 

A. A leak that will slow a train up is much to be 
preferred. 

Q. Why? 

A. If the leak simj^ly runs the train steadily and 
the engineer allows the pressure to gradually leak 
away because he seems to be making a nice, smooth 
run, he would have a hard time stopping the train if 
necessity demanded it, after the pressure had leaked 
down to fifty pounds. 

Q. Shoidd an engineer try to make as hnooth a 
run icith air as can be done icith hand brakes? 

A. As a rule, no; although on some light grades 
a few retainers will run them smoothly. On hea^^ 
grades and long train it is necessary to slow up to 
recharge. 

Q. What should always be done, ichere possible,* 
in making train-pipe reductions? 
A. Watch the gauge. 

Q. What is the best method of snaking a icater- 
tank or turn-table stop tcith an engine alone? 



202 New York Air-Brake Catechism 

A. One application is best to use with an engine 
alone. If we lincl that we are stopping three or four 
feet short, open the throttle, and the engine can be 
helped along a short distance and a smoother stop be 
made. 

Q. . What happens every time you use the emerg- 
ency on a turntable? 

A. You strike the table a blow equal to the weight 
of your engine multiplied by the speed at which you 
are moving, and then, if the turntable breaks down, 
wonder why the company does not provide a decent 
table. 

Q. In making a icater-tank stop icith a passenger 
train, hoiv should it be done to avoid a jar to the train 
and passengers? 

A. The stop should be made with two applications 
of the brake, except the grade is too steep and the 
pressure too low for safety. 

Q. How do we handle the valve to make the first 
release so that the brakes will respond with the first 
reductiojt? 

A. When the speed of the train has been reduced 
to about ten miles an hour, throw the valve handle 
to full release and bring it back on lap immediately. 

Q. Why bring it back on lap? 

A. So as not to raise the train-pipe pressure too 
^ high. The feed grooves in the triples are small, and 
have only three or four seconds in which to equalize 
the train-pipe and auxiliary pressures. If the valve 
is left in full release or running position, and the 
train-pipe pressure gets to seventy pounds and there 
is, say, only fifty-five pounds in the auxiliaries, the 



Train Handling 203 

triple pistons will not move to service position until 
over a 15-pound reduction of train-pipe pressure 
has been made. By the time we have made this 
amount of reduction in service position we shall have 
gone by the water-crane, unless we use the emerg- 
ency, and that is what is usually done if the engineer 
is not up to date. 

Q. When should hrakes he released on a passenger 
train ? 

A. Just before the train stops. 

Q. What shoidd he done on a grade just heavy 
enough so that the train ivill start ivith the hrakes 
released? 

A. Stop the same as at a water-crane. No jar will 
be felt with a light application. 

Q. Hoiv about a heavy grade? 

A. Our stop will then depend on the grade and 
our pressure. Safety should be of first importance, 
even if the stop is a trifle rough. 

Q. What maJces the jar, if the hrakes are not re- 
leased hefore the train stops? 

A. With the brakes set hard, the trucks are dis- 
torted, and it is the struggle of the trucks to rigiit 
themselves that causes the jar; the setting of the draft 
springs also tend to produce rough stops if the brakes 
are not released until just as the train comes to a stop. 

Q. Can hrakes he released longer hefore stopping 
after a light or a heavy reduction? 

A. After a heavy reduction, as there is more air 
in the cylinders to be gotten rid of, and the brakes 
release more slowlv. 



204 New York Air-Brake Catechism 

Q. Wliat is meant hy an application? 

A. It covers all the time from the moment the 
brake is applied until it is released ; tliree or four re- 
ductions may be made during one application. 

Q. In snaking, a stop luitli a freight train, when 
should brakes be released? 

A. After the train comes to a full stop, to avoid 
breaking the train in two if the slack runs out hard 
in releasing before stopping. 

The exceptions to this rule are covered in the 
chapter on The Combined Automatic and Straight- 
Air Brake. 

Q. If ice have stopped short with a freight train, 
and need to release before stopping to pidl up farther, 
■irhat should be done? 

A. We should wait for the slack to adjust itself 
in the train before using steam. Even then the 
steam should be used very cautiously. 

Q. In running passenger trains over cross-overs 
to get around freights, uliat care should be taken? 

A. To do this, brakes liave to be used when flag- 
ged, at the upi)er cross-over, lower cross-over, and 
usually at a station. We should charge up as much 
as possible after each application. Do not follow 
the plan of releasing and putting the valve on lap in 
such a case, to be sure the triples will respond quick- 
ly. They will respond quickly, but if the station is 
on a grade, you may not have air enough left to make 
the stop when you get there. 

Q. What is the usual cause of trains running 
mray? 

A. Makino- a erreat manv reductions without oc- 



Teain Handling 205 

casionally charging up, or allowing the pressure to 
leak away, because the train is running steady, and 
then when we get ready to recharge, not having 
enough air left to slow up the train. 

Q. On a fast passenger run, lioiv may time he 
saved in using the brakef 

A. By waiting longer before applying the brakes 
and then making a reduction of about ten pounds at 
the start. 

Q. Will this not jar the passengers? 

A. Not when going fast. Passenger trains consist 
mostly of continuous platform cars, and there is very 
little slack to run up. A 10-pound reduction made 
with a train moving ten miles an hour would produce 
a very unpleasant sensation to passengers, where at 
forty miles an hour it would not be noticed. This is 
explained in the subject High-Speed Beake. 

Q, Should brakes be tested in taking on cars? 

A. Always; to be sure that the brakes on these 
cars work properly, and that the brakes back of them 
can be applied and released through them. 

Q. When all retainers on a train are not neces- 
sary, hoiv should they be used? 

A. At the head end if the grade is short; other- 
wise change them about, using them on every other 
car, so as not to overheat any wheels. 

Q. If the brakes are applied and the engineer 
u'ishes to release and drift two or three hundred feet 
before stopping, ivhat shoidd be done? 

A. Enough retainers should be put in operation 
to keep the slack bunched; the straight-air may be 



206 New Yokk Air-Brake Catechi 



oM 



used for this purpose if it forms a part of the engine 
and tender equipment. 

Q. When sltGuld hand hraJies he used? 

A. On the rear of a part air train when backing 
it into a siding, or, if it stands on a knoll, to keep 
the slack from running back. 

Q. Should hand brakes and air brakes be used 
together o)i the same car? 

A. This is a risky practice. If the two brakes 
work together, we are very likely to slide wheels, and 
if they work in opposition, there is danger of a brake- 
man being thrown from the car, and the hand brake 
being applied will take up the slack in the brake rig- 
ging, so that the piston cannot get by the leakage 
groove. 

Q. If hand brakes be used back of the air lulien 
there are not enough air brakes to control the train, 
uJiat is likely to happen f 

A. This is likely to produce a bad effect when 
the air brakes are released. If the retainers are 
poor and allow the slack to run out, the train may 
be broken in two. 

Q. If hand brakes are to be used n-ith the air, 
u lie re should they be applied F 
A. Next to the air. 

Q. Shoidd driver brakes be cut in when descend- 
ing a heavy grade? 

A. Always, or so much more work is thrown on 
the car brakes. The use of a water brake would, of 
course, be an exception to this rule. 



Train Handling 207 

Q. If cut in all the time on heavy grades tcoiild 
the tires not become overheated? 

A. In heaw grade work the piping is usually so 
arranged that a cock can be closed between the triple 
valve and brake cylinder, or a pipe from the brake 
cylinder is run into the cab and a cock attached to 
same. In either case the proper manipulation of 
these valves will prevent overheating of tires. 

Q. If an air-hrake train should he stalled on a 
grade, should part of the train be left tcith air brakes 
to hold them until the engine comes back? 

A. No; the air brakes should be released one at 
a time, and the hand brakes applied. If left with 
the air holding them, the air might leak otf and allow 
the train to run away. 

Q. When brakes are full set, the long travel 
brakes are easier to release. They may be released 
and leave the short travel brakes applied. Is this 
good practice in holding trains? 

A. No; it is very bad practice. A train may be 
broken in two in this way, and generally bad results 
may follow. 

Q. If brakes stick and will not release by placing 
the valve in fidl release, ichat should be done? 

A. Make a full service reduction and then, with 
a full excess pressure, throw to full release. If a re- 
lease from the engine is possible, this will accomplish 
it. 

Q. What harm is there in pidling hose apart in- 
stead of uncoupling them? 

A. The couplings are likely to be sprung so that 



208 Nkw Yohk Aik-Hhakk Catechism 

they oannot bo ooupled aiiiun, and the train ]npe is 
likelv to bo torn from tlio oar or oni^ino. 

Q. What is the trouble, ivhen there Is a leal- on 
the trahi pipe, if the entfitie is alone, hut eouplcd to 
tight ears, the leak does not showf 

A. Tho loak is iu tho anglo oook at the rear of tlie 
tender. AVlien oonpled to a train, the leak is not 
noticed as the cock is open. AVith the engine alone 
the cock leaking allows air to pass out of the hose to 
the atmosphere. 

Q. In double headinc/, whieh engine should handle- 
the b rakes f 
A. The lead engine. 

Q. What should the second engineer do? 

A. Tnrn the ont-ont cock under his valve, and 
under no circumstance, unless told or signaled to, 
should he cut in and interfere with the work of the 
lead engine. 

Q. If the pusher engine has no cut-out cock, what 
should be done? 

A. The valve should be placed on lap. 

Q. In case of emergencg, when it is necessarg for 
us to lea re the engine, nhat should be done? 

A. Throw the engineer's valve to full emergency 
position and leave it there. In our hurry, if we tried 
to lap the valve, we might get it into running posi- 
tion and release the brakes. 

Q. If the emergencg position of the brake valve 
irere used and tlie liandle was brought back to lap 
position quicklg, nhat might result f 

A. There misrlit be two or three cars cut out, a 



Tkaix Handling 209 

ffouple of plain trifjles, a conUacAoA passage, or a 
couple of cars that would not go into quick-action on 
account of dirty strainers. If these cars were to- 
gether, they would not help to carry the quick-action 
hack. Generally a rpjick-action triple w^ill not send 
a quick reduction through five cars which are cut out. 
In this case, if the engineer's valve had been lapped 
too quickly, the surge of air ahead from the rear end 
WTjuld release the head brakes, and all we would have 
would be a very light service reduction on the cars 
back of those cut out. If we leave the engineer's 
valve in emergency position long enough, we could 
at least get the full service application on these cars, 
and the emergency on those ahead of the cars cut out. 

Q. Should the engine he reversed when the driver 
brakes are aiyplied, if u:e wish to stop quickly^ 

A. Xo; the following test made by Mr. Thomas, 
Assistant General Manager of the X. C. and St. L., 
clearlv demonstrates that the air brake used alone 
is better than the brakes with the rev^erse lever, or 
than the reverse lever alone. 

I'lie results of these tests were published in the ^95 
Air-Brake Proceedings, and are given on the pages 
following. 

The conditions of the test were as follows : 

Driving brake power, seventy per cent; tender, 
one hundred per cent; X. C. and 8t. L. coaches, nine- 
ty per cent; Pullman sleeper, forty to one hundred 
and one per cent. 

Boyer speed recorder was used and tests were 
made: first, brakes applied; second, engine reversed; 
third, sand lever opened. Track was level, in best 
possible condition, and all circumstances favorable. 



210 



New York Air-Brake Catechism 













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212 New York Aik-Brake Catechism. 

From the record of tests the following valuable 
infonnation was derived: 

First. Best stops are made with braking power 
not quite strong enough to skid wheels. 

Second. Length of stop is the same in reversing 
the engine whether cylinder cocks are open or closed. 

Third. The wheels did not lock rigidly when the 
engine was reversed without the brakes being used. 

Fourth. The tests demonstrated that the brakes 
used alone are better than with the engine being re- 
versed. The stop is quicker, and there are no flat 
spots obtained. 

Fifth. Enough sand is much better than too 
much. 

Sixth. Sand should be used before wheels start 
skidding, as its use will not start the wheels revolv- 
ing when once skidding; it will simply increase the 
flat spots. 

Seventh. Sand being used on a straight track, 
the drivers did not lock when the engine was re- 
versed, but on a curve they would. On a curve the 
engine rocks, and sand is not so likely to strike the 
rail. 

Eighth. In expected emergencies, the drivers did 
not lock when sand was used before brakes were ap- 
plied and engine reversed, but it took so long to get 
the sand running first that, in the end, the stop was 
not made as quickly as with unexpected emergencies 
where the engine was not reversed. 

Ninth. The unexpected emergencies are the ones 
that bear the most weight, as expected emergencies 
are practically unheard of. 



Coliti Brstke. 

The following simple rule to find tlie braking- 
power developed by a cam brake is given by Mr. H. 
A. Wahlert: 

Take two wires and place tliem between tlie brake 
slioe and the wheel, one at the top and one at the 
bottom of the shoe. Apply the brakes fully, and 
then measure the piston travel. Now release the 
brakes, recharge, and then apply fully again. Meas- 
ure the piston travel again, and note how much more 
it has increased. Divide the additional travel had 
upon removing the wires by the thickness of the wire, 
and multiply this by the value of the cylinder. The 
result is the braking power on each brake shoe. 

Four times this power is the total braking jDower 
developed on all four shoes. 

EXAMPLE. 

Thickness of wires, % iiich. 

Piston travel, with wires inserted according to 
rule, 3 inches. 

Piston travel, with wires removed, 3% inches. 

Value of 8-inch cylinder, 2,500 pounds. 

31/2 inches — 3 inches = y^ inch. 

% inch -^ % inch = 4. 

2,500 pounds X 4 = 1,0,000 pounds on each brake 
shoe. 

10,000 pounds X 4 = 40,000 pounds on all four 
brake shoes. 

213 



Outside Equalized Brake Leverage. 

Q. How do you find the braking power on an en- 
gine eq/iiipped with the outside equalized brake as 
shoivn in Fig. 63? 

A. Multiply the cylinder value, or total push on 
the piston, by the long lever arm, and divide this 
product by the short lever arm. This result multi- 
plied by 2 gives the total braking power. 

Q. With the long lever arm 25 inches long and 
the short arm 5, ichat braking poiver ivould ice have,' 
using 12-inch cylinders? 
A. 56,000 pounds. 
Thus: 

5,600 X 25 = 140,000 

140,000-^ 5= 28,000 

28,000 X 2= 56,000 

Q. If any different design of rigging ivere used 
than that shoivn in the sketchy how could the braking 
power be figured? 

A. First find the power exerted at the bottom of 
the rocker shaft and use this in connection with the 
cuts illustrating the different classes of levers as con- 
tained in the subject of Brake Leverage. 

Q. What per cent of the total weight of drivers is 
used as braking power with driver brakes? 

A. Seventy-five per cent of the engine 's weight on 
the drivers when ready for the road for a simple en- 
gine and from 55 to 60 per cent for compounds. 

214 



Outside Equalized Brake 



215 



Q. What braking power should be used on an 
engine whose weight on drivers is 90,666 pounds? 
A. 90,666 X .75 = 68,000 pounds. 

Q. What weight should be on the drivers for an 
engine to have 68,000 pounds braking power? 
A. 68,000 -f- .75 = 90,666 pounds. 

Q. How shoidd the holes be spaced in levers A 
and D on an engine having two pairs of drivers, to 
give an equal braking power on each ivheel? 



"J" 




Fig. 63.— Outside Equalized Brake, 



A. Tlie middle hole in A sliould be equidistant 
from the two outside ones. The hole in the lever at 
D should be so as to have the connection attached at 
k stand about parallel with the track. The corres- 
ponding hole k at the other end of the lever D must 
be placed the same distance from the other end. 

Q. How shoidd the holes be spaced in levers A, 
B, and D, if on a mogul or engine having three pairs 
of drivers? 

A. The distance e, lever A, should be one-half the 
distance /. The distance g, lever B, should be equal 



210 New York Aik-Beake Catechism. 

to h. The hole k, lever Z), should be the same as on 
an engine having two pairs of drivers. 

Q, Hoiv should the holes in the levers A, B, C, 
and D be spaced on a consolidation or engine with 
four pairs of drivers? 

A. The distance e in lever A should be one-third 
of /. The distance g, lever B^ should be one-half of 
h. The distance i, lever C, should be equal to j. The 
hole U in lever D should be the same as with an en- 
gine having two or three pairs of drivers. 



LubricaLnts, 

Q. What lubricants should he used in the differ- 
ent brake apparatus? 
A. Steam cylinder of pump — Valve oil. 
Air cylinder of pump — Valve oil. 
Brake valve — High-grade machine oil. 
Triple valve and high-speed reducing valve — • 

High-grade mineral oil. 
Brake cylinder — A light grease that will not 
flow in summer or become thick in winter. 
A great many people seem to think that any kind of 
a lubricant is good enough for the air brake appar- 
atus ; if a little more attention were given to this part 
of the air-brake subject much better and more satis- 
factory results would be obtained and the life of the 
apparatus would be increased correspondingly. 

On the long trains of to-day it is especially import- 
ant to use the kind of air cylinder lubrication recom- 
mended since the pump is called upon to do much 
more work than formerly, and in order to make the 
conditions as favorable as possible a good quality of 
oil and a larger amount of it must be used. The 
practice of using engine oil in a pump can not be con- 
demned too strongly as the flash test of this oil is low 
and will not lubricate properly where subjected to the 
heat that exists in the air cylinder of the pump. In- 
stead of acting as a lubricant, it burns, and the burnt 
oil tends to make the pump wear faster and it also 
clogs the air passages. 

217 



Piping. 

Q. What should be done in preparing pipe for 
use? 

A. After bending the pipe it slionld be blown out 
with steam to get rid of scale and dirt. If there is no 
steam at hand, air should be used. Under no con- 
sideration should pipe be used without first being 
cleaned. All fins should be carefully removed to pre- 
vent their working loose and clogging strainers. 

Q. What shoidd he done to the pipe u'hUe it is 
being blotvn out? 

A. It should be tapped lightly to loosen the scale. 

Q, What size pipe shoidd be used in the different 
parts of the system? 

A. The sizes given in the air-brake catalogues are 
correct and should be strictly adhered to. 

(?.. When using red lead on pipe how should it be 
applied? 

A. Always on the outside of the thread to be 
screwed in, as in this way the red lead will not get 
inside the pipe. 

Q. In applying piping, what shoidd be avoided? 

A. No sags should be allowed in which water 
might collect; where practicable, gentle bends should 
be substituted for elbows, and very short bends 
should be avoided. 

218 



Piping 219 

Q. Why are elbows or short bends undesirable? 
A. The friction caused by them retards the flow of 
air when a sudden reduction is desired in emergency. 

Q. Coidd pipe icork be so crooked and elboics so 
numerous on an engine that a sufficiently quick reduc- 
tion to cause emergency would not go through an 
engine? 

A. Yes; this has been found so on engines, but 
the trouble was remedied when the number of elbows 
and bends was reduced. 

Q. How shoidd pipe icork be secured? 

A. By clamps that will hold the pipe rigidly in 
place so as not to allow the pipes to be moved, holes 
to be chafed in them, or any vibration to exist. 

Q. After the pipe work is applied, ivhat shoidd 
be done? 

A. It should be thoroughly tested under full press- 
ure, and the leaks detected by the use of soapsuds. 

Q. After the pipe is tested, what shoidd be done? 

A. It should be painted with a rust-proof paint 
and one, if posssible, that will not be affected by salt 
water dripping from refrigerator cars or by the acid 
in soft coal. 

Q. Why is larger pipe used on freight than on 
passenger cars? 

A. Because on a long freight train a sudden re- 
duction will travel through the large pipe more quick- 
ly, as the larger the pipe the less the friction exerted 
to the passage of the air. 

Q. Is there any other reason? 



220 New York Air-Brake Catechism 

A. Yes; in emergency, with quick-action triples, 
air from the train pipe is put into the brake cylinder ; 
a freight car being shorter than a passenger car, the 
larger pipe makes the volume of air in the train pipe 
more nearly equal to that in the smaller pipe used on 
the longer passenger cars. 



Air-Brake Recording Gages. 

Q. What is an air-brake recording gagef 
A. It is a mechanism by means of wliicli lines are 
traced upon a chart. An examination of these lines 
will tell exactly how the brakes have been manipu- 
lated by the engineer. 

Q. What causes the lines to he traced upon the 
chart? 

A. The contrivance has an arm containing a pen 
which is raised or loAvered as the pressure fluctuates 
in the place to which the gage is piped. As the pen 
and chart move, a line is traced showing the variation 
of the pressure. 

Q. What causes the chart to move? 

A. It is connected with a clock movement, by the 
adjustment of which the movement of the chart is 
controlled. 

Q. To what else is the recording gage similar? 

A. To a steam indicator; but in that case steam 
instead of air causes the pen to rise or lower as the 
pressure changes, and the movement of the main 
steam piston imparts a movement to the indicator 
drum upon which paper is fastened, and upon which 
a line is traced by a pen or pencil. 

Q. To what part of the air brake system is the re- 
cording gage piped? 

221 



2'22 New York Air-Beake Catechism. 

A. It ina.y be piped to the train pipe, the auxiliary 
reservoir, or the brake cylinder. On a passenger 
ti'ain the gage is usually placed at the rear of the 
train, while on a freight train it is placed in the 
caboose. 

Q. Which of these places is preferredf 
A. The train pipe. So connected, the chart shows 
the finctuation of pressure when the brakes are ap- 
plied and released, and the exact habits of the engi- 
neer are shown. 

Q. IIoiv many forms of recording gages are there? 

A. Two; a revolving gage, the chart of which is 
shown in Fig. 64, and a horizontal gage, a chart from 
which is shown in Fig. 65. 

Q. From the record made by a recording gage, 
tvhat may he ascertaifiedf 

A. The amount of train-pipe pressure carried; 
the correctness of the air gage ; the method employed 
by the engineer in the application and release of the 
brakes ; the position of the brake valve handle in re- 
leasing brakes and recharging the train ; it is a valu- 
able adjunct in finding the cause of air brake wrecks 
or "failures"; shows if the air brake instruction of 
the road is lived uj^ to; show^s how long it takes to 
recharge with the different main reservoirs and 
pumps on the different engines ; it is a valuable aid 
in discovering the cause of slid flat wheels; it in- 
creases the interest of the engineers in air brake mat- 
ters, as their record and skill are shown by the lines 
on the chart; besides these things, a great deal of 
kindred information may be gleaned by a careful 
study of the charts. 



Am Beake Recording Gages 



223 




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New York Air-Brake Catechism 



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Q. At u-hat speed do these charts usucdly move? 

A. From two and one-quarter to four and one-half 
inches an hour, as desired. Horizontal charts have 
been used at as high a speed as three 
feet an hour. The speed can be ad- 
justed by means of the clock. 

Q. Is there any advantage gain- 
ed from a slow or fast movement of 
the paper? 

A. A slow movement condenses 
the record and does not require so 
large a chart, while a fast move- 
ment uses a longer chart, but shows 
a greater corresponding amount of 
detail. If a slow movement is used, 
and the detail is desired at any par- 
ticular point, such as a water crane 
or milk depot, the speed of the paper 
ma}^ be adjusted as desired. 

In Fig. 64, the broken line shows 
the path the pen would trace if there 
was a constant pressure of 70 
pounds. No pressure is represent- 
ed by the circumference of the small 
circle. 

The figures at the top are a time 
reference, and the figures up and 
down refer to the amount of press- 
ure. 

The distance between the lines 
running up and down represents 
distance traveled by the train. The 
chart (Fig. 64) shows two records 



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Am Brake Recording Gages 225 

on the same run made by two different men. A study; 
of the two shows several points of interest. 

The best work shows on the card to the right; the 
card at the left shows that the train-pipe governor 
was not adjusted properly for a 70-pound train-iDipe 
pressure, or else the gage was wrong ; the card at the 
right shows three station stops where the engineer 
made more than a 20-pound train-pipe reduction^ 
while the card at the left shows the same thing at 
six stations, and at almost every station the stop was 
made by two applications of the brake. The amount 
of reduction points very strongly to the use of the 
emergency. 

Fig. 65 shows a record taken from a horizontal re- 
cording gage. 

The horizontal lines represent pressure as indicat- 
ed, and the length of the paper shows the distance. 

The card shows that a train-pipe pressure of 72 
pounds was used, and that the engineer was in the 
habit of making too heavy train-pipe reductions. 

In one place the train-pipe pressure was reduced to 
18 pounds, another to 15, another to 8 pounds, and 
in one case all air was taken from the train line. 
The two cases of heavy reduction at the left of the 
record point strongly to the use of the emergency 
position of the brake valve. 

In two places at the right the card shows that in 
two places the engineer released to recharge, but 
evidently did not calculate properly, as both times 
he started to apply the brakes when the train pipe 
was only charged to 60 pounds. The pressure in the 
auxiliaries was undoubtedly even somewhat less than 
this. 



A Few Pra-ctical Fornwilae and Rules for 
Air-Brake Inspectors. 



Braking power 
Cylinder value 
l-inch piston travel Shoe movement for 1 

Total leverage inch of piston travel. 

Shoe wear Total increase of piston travel 



1) ,, v -, i = Total leverage. 

' Cvlmder value ^ 



(2) 

(3) 



Shoe movement to wear out a set of shoes, 
for 1 inch of 
piston travel 

Illustkation of Above Formulae. 

Assume : 

Weight of car = 40,000 pounds ; it is to be braked 
at ninety per cent of its weight; 10-inch cylinder 
used; shoes 1% inches thick. 

Ninety per cent of 40,000 = 36,000 pounds. The 
cylinder valve, or push on the piston, of a 10-inch 
cylinder, when the brake is set in emergency with a 
quick-action triple, is 4,700 pounds. 

Substituting values in the equations: 

36,000 

(1) = 7.66 

4,700 

7.66 is the total leverage ; that is, the push of 4,700 
pounds on the piston must be multiplied 7.66 times 
to give the proper braking power. 

226 



Formulae and Hules 227 

V 13 

(2) = .13'' or 



7.66 100 

13-100 of an incli is the distance that the brake 
shoes will move for each inch that the piston travels. 

li/> 1.5 

(3) or = 11.5 or liy^ 

.13 .13 

11% inches is the distance the piston travel would 
have to increase to wear ont a set of shoes IV2 
inches thick. 

To find the area of a piston : 

Multiply the diameter of the piston hy itself, and 
this product hy the decimal .7854. 
Example : 

What is the area of an 8-inch piston? 

8" X 8 = 64 sq. in. 

64 sq. in. X .7854 = 50.26 sq. in. 

50.26 square inches is the area of the piston; that 
is, the number of square inches in a circle 8 inches in 
diameter. 

To find the volume or cubical contents of a cylin- 
der: 

Multiply the diameter of the cylinder hy itself, this 
product hy the decimal .7854, and this product hy the 
length of the cylinder. 

Example : 

What is the volume of a cylinder 8 inches in diam- 
eter and one foot long! 

8" X 8 = 64 sq. in. 

64 sq. in. X .7854 = 50.26 sq. in. 

50.26 sq. in. X 12 = 603.12 cu. in. 



228 New York Air-Beake Catechism 

To find the pressure at wliicli an auxiliary and 
brake cylinder will equalize with a full service ap- 
plication of the brake using an initial pressure of 
seventy i)ounds in the train pipe and auxiliaiy : 

Muliiply the capacity of the auxiliary in cubic 
inches by eighty-five pounds (seventy pounds train- 
pipe pressure plus fifteen pounds atmospheric press- 
ure), and divide the product by the combined capacity 
of the auxiliary and brake cylinder. The quotient 
will be, approximately , the pressure plus fifteen 
pounds atmospheric pressure. This is not absolutely 
correct, o,s it does not take into account the clearance 
in the cylinder back of the piston icith the brake re- 
leased. This usually corresponds to about 1 inch of 
piston travel. 

Example : 

Capacity of freight auxiliary reservoir = 1.625 
cu. in. 

Capacity of 8-inch brake cylinder with 8-inch pis- 
ton travel = 400 cu. in. 

1,625 X 85 = 138,125. 138,125 -- (1,625 + 400) = 68 
68 lbs.— 15 = 53 lbs. 

Fifty-three pounds is the pressure obtained in the 
auxiliary and brake cylinder with the brake full set 
in service. 

The formulae given below will be found convenient 
with which to find either the proper width of a lever 
to withstand a given strain, or to ascertain the fiber 
strain on a lever. 

R = Fiber strain. 

I = Distance from point power is applied to center 
of pin at point for which dimension or amount of 
fiber strain is desired. 



Formulae and Kules 229 

h ^= Equals thickness of lever. 

d =-- Width of lever. 

No allowance is made for the metal taken out of 
the lever for the pin holes, as the removal of metal 
has no practical weakening effect, same being so 
close to the central axis. 

In general railroad air-brake practice, from 18,000 
to 20,000 is considered a safe fiber strain. 

6P 



Example t 



B = 

d 



To find the fiber strain at the middle hole of a lever 
24 inches between the push-rod and outside holes, 
middle hole 12 inches from push-rod hole, width of 
lever 4.336 inches at middle hole, lever 1 inch thick, 
10-inch cylinder used, and a maximum pressure of 60 
pounds obtained in the cylinder, giving a total power 
of about 4,700 pounds acting on the piston. 

6 Pi 6x4700x12 ^ -.o nr^^ ^ 

^ =-rd^ ^ -17 x4.336x4.33 6 ^^ ^ ^ ^^'^^^ P^^^^^' 

Example : 

Under the same conditions as the preceding ex- 
ample find the proper width of the lever at the middle 
hole, permitting of a maximum fiber strain of 18,000 
]30unds. 

, I 6 PI , I 6 X 47U0 x 12 _ 
. d = ^^^0Td=^ 18,000x1 ^^ 

d= \ 18.8 or ^ = 4.336 inches. 
Width of lever should be 4.336 inches. 



230 New York Air-Brake Catechism. 

To reduce stops at different speeds to an equiva- 
lent stop at the same speeds, all other conditions be- 
ing equal. 

Rale: Multiply the known distance by the square 
of the speed for ivhich proportionate distance is de- 
sired, and divide the product by the square of the 
speed at which hnoivn stop tvas made. 

This rule is only practical with speeds which are 
not more than three miles above or below the speed 
for which proportionate stop is to be calculated. 

Example : 

If a stop at 58 miles per hour is made in 1,600 feet, 
and one at 62 miles per hour in 1,800 feet, in what 
distance would each of these stops have been made 
at a speed of 60 miles per hour ! 

Square of 58 miles = 3,364. 

Square of 62 miles = 3,844. 

Square of 60 miles = 3,600. 

1,600 X 3,600 
=- 1,712. 



3,364 

1,800 X 3,600 



1,691. 



3,844 
In the first case the stop at 60 miles per hour would 
have been made 1,712 feet, while in the latter it would 
have taken 1,691 feet. 



Bracking Power and Levera-ge. 

Q. What is meant by braking poiver? 
A. The force applied by tlie shoes against the 
wheels to stop the motion of a car. 

Q. What is meant by the percentage of braking 
powerf 

A. The total brake-shoe pressure as compared to 
the light weight of the car. The percentage is found 
by dividing the total braking power by the light 
weight of a car. 

Q. What per cent of the iceight of a car is used 
as braking power on a freight carf 

A. The New York Air Brake Company recom- 
mends the nse af eighty-five per cent braking power 
figured on a brake-cylinder pressure of 60 pounds, or 
practically seventy per cent figured with a cylinder 
pressure of 50 pounds which is obtained with a New 
York Triple Valve in either a service or an emer- 
gency application of the brake. 

Q. On a passenger car 9 

A. From eighty-five to ninety per cent of the 
light weight of the car, figuring the brake-cylinder 
pressure as being sixty pounds. This gives an actual 
braking power in service or emergency of about 
seventy -five per cent. 

Q. Can these percentages be used if the car has 

231 



232 New York Air-Brake Catechism 

two six-tvheel trucks, mid only two pairs of icheels on 
each car are braked? 

A. No; the percentages given refer to a certain 
per cent of the total weight on the rail of the braked 
wheels. 

Q. What per cent of hraMng poiver is used in 
designing driver brakes? 

A. Usnally seventy-five per cent or three-fourths 
of the weight on the drivers when the engine is ready 
for the road. 

Q. What per cent of braking power is used on 
tenders? 

A. Usually one hundred per cent, except on moun- 
tainous roads where the braking power used is less 
owing to the fact that a heavy grade causes consider- 
able weight to shift from one truck to the other and 
the water is higher on the low end of the tender. The 
shifting of the weight tends to cause the trail wheels 
to slide. 

Q. Why is a larger per cent of braking power 
used on tenders than on engines or cars? ' 

A. Because tenders are practically always loaded. 

Q. Hoiv are these percentages determined on as 
safe? 

A. By actual tests in the different kinds of service. 

Q. What brake-cylinder pressure is used in fig- 
uring the braking power with the different sizes of 
cylinders with the New York Brake? 

A. Sixty pounds with quick-action and fifty 
pounds with plain triple valves. 



Braking Power and Leverage 233 

Q. Hon' do we calculate the force acting on the 
push rod due to the pressure in the cylinder acting 
on the piston f 

A. Multiply the diameter of the piston by itself; 
the product by the decimal .7854, and this last product 
by the pressure in the brake cylinder. 

Q. What force ivould act on the push rod of an 
8-inch cylinder using a quick-action triple? 

A. 8 X 8 X .7854 X 50 = 2,513, usually figured 
as 2,500 pounds. 

Q, With a plain triple? 

A. The same as with a quick-action triple valve. 

Q. Explain the difference in the percentage of 
braking power of a freight car light, and the same 
car when loaded to its full capacity. 

A. Suppose a freight car to be braked at seventy 
per cent' of its light weight. 

If the light weight of the car is 25,000 pounds, it 
is given 17,500 pounds braking power. If the capac- 
ity of the car is 60,000 pounds, when loaded to its full 
capacity the total weight of the car and contents is 
25,000 + 60,000, or 85,000 pounds, but we have only 
the brake-shoe pressure to stop the car loaded that is 
used when it is light. We get about 50 pounds press- 
ure in the brake cylinder and have seventy per cent 
braking power with a light car, but with the car load- 
ed, when the brakes are fully applied, the braking 
power is only twenty and one-half per cent of the 
total weight of this car. 

Q. How is the percentage of braking power of a 
passenger car affected by its load? 



234 



New York Air-Brake Catechism 



A. Not very much, since the additional weight 
when loaded is comparatively small. 

Q. What forces are figured as acting at the push 
rod iL'ith the different sized cylinders, the cylinder 
pressure being taken as fifty and as sixty pounds? 

A. At fifty pounds : 

6 in. Sin. 10 in. 12 in. 14 in. 

1,400 lbs. 2,500 lbs. 4,000 lbs. 5,600 lbs. 7,700 lbs. 

At sixty pounds: 
1,700 3,000 4,700 6,800 9,200 

By using the following cuts and formulae, the brak- 
ing power on a car with any kind of leverage may be 
figured. 




'— +. — 



LEVER OF 1st KIND 
Fig. 66. 








FORMULA 

F X b a- 



a 
Wxa 



b= 



Fxb 
W 

Wxa 



Fig. 67.— Lever of First Kind. 



Braking Power and Leverage 235 

There are three classes of levers : 

I. When the fulcrum c (Figs. QQ and 67) is between 
the force F and the weight W. 

II. When the weight W (Figs. 68 and 69) is be- 
tween the force F and the fulcrum c. 

III. When the force F (Figs. 70 and 71) is between 
the weight W and the fulcrum c. 

Figs. QQ and 67 represent a lever of the first class. 

Q. What brake-shoe pressure W ivill result icith 
a force F = 2,000 pounds, b == 16 inches, a = 8 
inches? 

FXb 2,000 X 16 

A. W = or W = or TF = 4,000 

a 8 

pounds. 

• The forces JV and F act in the same direction on 
the levers, and the force at c acts on the lever in an 
opposite direction from both and must be equal to 
their sum, or 6,000 pounds. 

Q. What is the distance a if F = 2,000, b == 16 
inches, and W = 4,000 f 

FXb 

A. a ^==- ; substituting values, 

W 

2,000 X 16 

Q = or a = 8 inches. 

4,000 

Q. What is the force F, ivhen W = 4,000, a = 
8 inches, and b = 16 inches f 



236 New York Air-Brake Catechism 

W X a 

A. F=' ; substituting values, 

/; 
4,000 X 8 

F = or F = 2,000 pounds. 

16 

Q. Hoiv do n-e find h if W = 4,000 pounds, F 
2,000 pounds, and a = 8 inchesf 



— b — 




-a — 




^^^^^:^ 



LEVER 0F2ND KIND 
Fig. 68. 




W= 



Fxb 



Wxa 



a=-EjLb_ 
W 



Wxa 



Fig. 69.— Lever of Second Kind. 



WXa 

X. h= ; substituting values, 

F 
4,000 X 8 

h = or h = 16 inches. 

2,000 



Braking Power and Leverage 



237 



Figs. 68 and 69 represent levers of the second class 
with the weight beween the fulcrum c and the force 
F. 

Assume that F = 2,000 pounds, a = 8 inches, d = 
16 inches, and h = a -^ d, or 24 inches. 




— d 




b ■ 



a- 



LEVER0F3RDKIND 



Fig. 70. 




FORMULA 



W= 



Fx b 



a= 



Fxb 



W 



F _Wxa 
b 



b= 



Wx 



Fig. 71.— Lever op Third Kind. 

Q. What is Wf 

Fxh 

A. W = ; substituting values, 

a 
2,000 X 24 

W = or TF = 6,000 pounds. 

8 



23S 



New York Air-Brake Catechism 



In this class of levers we see that the forces F and 
W act in opposite directions on the lever, and the 
force exerted at c will be equal to the difference be- 
tween F and TF, or 4,000 pounds. 

We may compute values for a, F or h, as was illus- 
trated in the first class of levers, if we know the 
values of the other three. 

Figs. 70 and 71 represent the third class of lever 
with the force F exerted between the weight W and 
the fulcrum c. 



6800 LBS. 







TO HAND BRAKE 



M3i28 
12200 LBS. / y 



54-00 LBS. 



F" 2700 LBS. 



28- 1 d 




18" 



24" 



18" 



16.''72" 

/ 

'_ J-_54.00 LBS. 




SAME J\S 



I Wl3500 LBS. 
6]d 

Fig. 72. 



HODGE SYSTEM 



Assume that F = 2,000 pounds, h = 8 inches, d = 
16 inches, a = & + 6?, or 24. 

Q. What is W9 
FXb 

A. W = ; substituting values, 

a 
2,000 X 8 

■p)7 =z or W == 666 2-3 i)ounds. 

24 
W and F act in opposite directions on the lever in 
this case, and the force exerted at the fulcrum c will 



Braking Power and Leverage 239 

be equal to the difference between F and W , or, in 
this case, 1,333 1-3 pounds. 

The other three formulae may be used to find the 
value of <7, F, or h when the other three values are 
known, as already shown. 

Besides speaking of levers as first, second, and 
third class, they are known by their proportions as 
1 to 1, 2 to 1, 2% to 1, etc., according to the amount 
the force F is raised or diminished, due to the class 
and proportions of the levers employed. 

To find the proportion of a lever of the first class, 
divide the distance of the fulcrum c to the force F 
by the distance from the fulcrum c to the weight W ; 
or, referring to Fig. QQ, it would be : 

& -f- (7 or 16 -i- 8 = 2. This proportion of lever 
would be called a 2 to 1 lever. 

The force F is multiplied by 2 at W. 

In the second class, or Fig. 68, the proportion of 
the lever would be represented by : h ^r- a or 24 -^ 8 = 
3, or a 3 to 1 lever. 

In the third class, or Fig. 70, the proportion of the 
lever would be represented by: /; -^ rt or 8 -f- 24 = 
1-3, or a 1-3 to 1 lever, in which case the proportion 
and class of levers reduces the force 3 to 1 instead of 
increasing it. 

Having studied the classes of levers, we will now 
make a practical application of their use in figuring 
the proportion of the levers to be applied to a car of 
given weight. 

We wish to design a brake for a passenger car, the 
weight of which is 60,000 pounds, and use the Hodge 
system of levers as shown in the sketch (Fig. 72). 

Ninety per cent or nine-tenths of 60,000 pounds is 
54,000 pounds. 54,000 pounds will be the safe brak- 



240 New York Air-Brake Catechism 

ing power to apply to the wheels of a passenger car 
weighing 60,000 pounds. 

54,000-^ 4 = 13,500, or the amount of braking 
power to be developed at each brake beam. 

The length of the truck levers has to be determined 
from the truck construction. AVe will suppose the di- 
mensions to be: long end, 28 inches; short end, 7 
inches. 

The truck levers are of the second class and substi- 
tuting the values in the formula (Fig. 69) 

W X a 13,500 X 7 

F = or F = or F = 2,700 

h 35 

That is, to get a power W of 13,500 pounds against 
the brake beam, a force of 2,700 pounds is necessar}^ 
at the top of the live truck lever. 

The forces F and W act on the live lever in opposite 
directions, so the force acting at fulcrum c will be 
13,500 — 2,700 -= 10,800. This power is transmitted 
to the bottom of the dead lever, which is of the same 
class as the live lever; but the force F is applied at 
the bottom instead of the top of the lever. 
We have from Fig. 69 : 

FXh 10,800 X 30 

W = or W = or W = 13,500 

a 24 

So that, with a force of 2,700 pounds acting at the 
top of the live lever of the dimensions given, a power 
W of 13,500 pounds is developed at each truck brake 
beam. 

The dead truck lever need not be of the same length 
as the live lever, but the proportions between the holes 
must be the same in each. 



Brakixg Power and Leverage 241 

The force of 2,700 pounds that acts on the top of 
the live lever also acts at X, the end of the floating 
lever, and we must now determine what force must 
act on the rod that connects the end of the cylinder 
lever with the floating lever. 

This rod is connected at the middle of the floating 
lever, and the power at this point must be sufficient to 
develop a force of 2,700 pounds at each end of the 
floating lever. 

The force exerted at the middle must be 2 X 2,700 
or 5,400 pounds, as half of this amount is given to 
each end of the floating lever. 

This 5,400 pounds acting at the center of the float- 
ing lever must also act at the end of the cylinder 
lever, being connected directly with it. 

What we now wish to determine is, with any de- 
sired length over all, how must the holes be spaced in 
the cylinder lever that the presssure acting on the 
push rod will produce a force of 5,400 pounds at the 
outer end of the cylinder lever. 

A 1,2-inch cylinder is used with this weight of car. 
The brake set in emergency with a 12-inch cylinder 
gives us a push at the piston rod of 6,800 pounds, 
figuring the cylinder pressure developed is sixty 
pounds. We will suppose the distance between the 
outside holes of the cylinder lever to be 30 inches. 

The following rule will enable us to locate the mid- 
dle hole in the cylinder lever to which the tie rod is 
attached. 

Multiply the force acting at the piston by the 
length of the lever between the outside holes, and 
divide the product by the sum of the forces acting at 
both ends of the cylinder lever. The result will be 
the distance from the middle hole of the cylinder 



242 New York Air-Brake Catechism 

lever to the hole to which the connection running to 
the floating lever is attached. 

Applying this rule to our problem we have 
6,800 X 30 = 204,000 
6,800 + 5,400 = 12,200 
204,000 -- 12,200 = 16.72 
30 — 16.72 = 13.28 

The distance between the holes at the short end is 
13.28 and the long end 16.72 inches, and, according 
to the rule, the long end is connected to the connec- 
tion running to the floating lever. 

The force exerted at the middle hole of the cylinder 
lever is also communicated to a hole similarly placed 
in the other cylinder lever, so that, using the same 
levers, we will obtain the same braking power on the 
wheels of the other truck. 

In figuring the levers for the Stevens system of 
leverage, the power desired at the top of the live 
lever is figured the same as just explained. 

When we know this force, we know that the same 
power has to exist at the outer end of the cylinder 
lever, as the Stevens system has no floating lever. 

This we figure by the rule already given for spac- 
ing the holes in the cylinder levers. 

To figure the braking power of a car already equip- 
ped we start with the force acting on the piston rod 
and work toward the truck levers by the aid of the 
formulae given. 

To use the formulae, first determine the class of 
lever with which we have to deal. 

The foregoing illustrations were a practical appli- 
cation of the formulae, in calculating the proportion of 



Braking Power and Leverage 243 

levers that would give a proper braking power on a 
car of known weight. 

We will now consider a shorter method of calculat- 
ing the proportion of levers for a Hodge and for the 
Stevens systems of leverage for this same car. 

Fig. 72 shows the Hodge system of levers. If this 
were a Stevens system, the floating lever would not 
be used, and the other end of the connection to the 
live lever of the truck would connect directly with 
the outer end of the cylinder lever. With the Stevens 
system the hand-brake connection runs from the brake 
mast direct to the top of the dead lever. 

(1.) To find the total braking power required: 

Subtract 10 per cent of the weight of the car on the 
wheels to be braked for passenger cars, and 30 per 
cent for freight cars. 

(2.) To find the leverage required: 

Divide the total braking power required by the total 
pressure on the piston. 

(3.) To find the proportion of the hrake-heam 
levers : 

Divide the entire length of the lever by the short 
end, if the truck has a bottom connection ; if it has a 
middle connection, divide the long by the short end. 

(4.) To find the total hrake-heam leverage: 

Multiply the proportion of the brake-beam levers 
by two, for the Hodge system, and by four for the 
Stevens system. 

(5.) To find the proportion of the cylinder lever: 

Multiply the whole length of the lever by the re- 
quired leverage and divide the product by the sum 
of the total brake-beam leverage plus the required 
leverage. 

If the required leverage is greater than the total 



244 New York Air-Brake Catechism 

brake-beam leverage, the long end of the lever must 
go next to the cylinder; if less, the short end goes 
next to the cylinder. 

The dead and live levers may be of different 
lengths, but must be of the same proportion to de- 
velop the same braking power. 

EXAMPLE. 

Hodge system of levers, as -shown on Fig. 72, also 
the lengths of the truck levers. 

Weight of car, 60,000 pounds. 

A 12-inch cylinder is used with this weight of car. 

A pressure of 6,800 pounds is developed on a 12- 
inch piston by a sixty-pound cylinder pressure. 

(1.) 60,000 pounds less 10 per cent is 54,000 
j)ounds. 

(2.) 54,000 pounds ^ 6,800 = 7.94, leverage re- 
quired. 

(3.) 35 -^- 7 ^ 5, brake-beam leverage. 

(4.) 5X 2 = 10, total brake-beam leverage. 

Assume the length of the outside holes of the cylin- 
der lever to be 30 inches. 

(5.) (30 X 7.94) -^ (7.94 + 10) == 13.28 inches. 
30 — 13.28 = 16.72 inches. 

The required leverage is less than the total brake- 
beam leverage, hence the short end of the cylinder 
connects to the piston. 

Stevens system — same car. 

(1.) 60,000 lbs. less 10 per cent, is 54,000 lbs. 

(2.) 54,000 -^ 6,800 =- 7.94, the leverage required. 

(3.) 35 ^- 7 = 5, the brake-beam leverage. 

(4.) 5 X 4 = 20, the total brake-beam leverage. 

The cylinder lever is 30 inches between outside 
holes. 



Braking Power and Leverage 



24S 




STEVENS SYSTEM 

OF 
CAR BRAKE LEVERS 



Fig. 73. 




HODGE SYSTEM 

OF 

CAR BRAKE LEVERS 



Fig. 74. 




TENDER BRAKE 
LEVERS 



Fig. 75. 



246 New York Air-Brake Catechism 

(5.) (30 X 7.94) -f- (20 + 7.94) = 8.53 inches. 
30 — 8.53 = 21.47 inches. 

The required leverage is less than the total brake- 
beam leverage, hence, according to the rale, the short 
end of the cylinder lever (8.53 inches) connects to the 
piston. 

Q. Give a rule by which the braking power on 
practically any engine, tender or car, already 
equipped, may be calculated. 

A. Multiply the force acting by the distance from 
the force to the fulcrum, and divide this product by 
the distance from the work to the fulcrum ; the result 
will be the work that can be accomplished. 

In this rule let F = force, 
W = work, 

a = distance from the point at 
which the force is applied to 
the fulcrum, 
b = distance from the fulcrum to 
the point at which the work is 
to be accomplished. 
Then we have the following formula which can be 
used: 

FXa 

W = 

b 

Q. What must be determined to use this rule in- 
telligently f 

A. It must always first be determined which point 
on any lever is the fulcrum. For instance, in con- 
sidering the piston lever (Fig. 72) the fulcrum is the 
rod which connects the piston and cylinder levers 
when we wish to ascertain the amount of work that 



Braking Power and Leverage 247 

can he done at the outer end of tlie piston lever. If 
we wish to ascertain the amount of work that can be 
done on the rod connecting the piston and cylinder 
levers, the fulcrum would then be the outer pin in the 
piston lever. 

To find the work accomplished on the brake shoes 
connected to the live truck levers (Fig. 72), the lower 
pin of the live lever is the fulcrum ; but if we wish to 
know what work is done on the bottom truck connec- 
tion by a force acting on the top of the live lever, the 
point at which the brake shoe is shown represents the 
fulcrum. 

What has been said on the subject of brake leverage 
in this chapter is all useful, and a thorough under- 
standing of it will enable one to make man}^ short cuts 
in leverage problems presented for consideration, but 
the last very simple rule will be found to be sufficient 
with which to calculate the braking power in prac- 
tically any system of leverage. 



Proper Size of Brake Cylinders for Use in 

Connection with Different Weights 

of Cars. 

The weights given are those recommended by the 
New York Brake Company for use in connection with 
their equipment. 

FEEIGHT CAES. 

6-inch cylinders on cars weighing up to 15,000 
pounds. 

8-inch cylinders on cars weighing from 15,000 
pounds up to 35,000 pounds. 

10-inch cylinders on cars weighing over 35,000 
pounds. 

FOE PASSENGEE CAES. 

10-inch cylinders on cars weighing from 32,000 to 
50,000 pounds. 

12-inch cylinders on cars weighing from 50,000 up 
to 70,000 pounds on four wheel trucks. 

14-inch cylinders on cars weighing from 70,000 up 
to 90,000 pounds on four wheel trucks. 

14-inch cylinders on cars weighing from 80,000 up 
to 100,000 pounds on six wheel trucks. 

16-inch cylinders on cars weighing from 100,000 
up to 130,000 pounds with six wheel trucks. 

It is very essential to use the cylinders as recom- 
mended in order not to get a total leverage that is too 
high, in which case the shoe clearance would be in- 
sufficient, the piston travel would increase too rapidly 
for a small amount of shoe wear, and a very unsatis- 
factory brake results. 

248 



INDEX. 



PAGE 

Air brake and hand brake 

working opposite 125, 126, 127 
Air brake and hand brake 

working together 125, 126, 127 
Air cylinder oil cup, adjust- 
ment of 107 

Air cylinder oil cup, refus- 
ing to feed oil 107 

Air cylinder, oiling 106 

Angle cocks, when open .... 183 

Application of brakes 204 

Application of brakes, how 

much for testing 193 

Area of piston 227 

Automatic brake 13 

Auxiliary reservoir leak, ef- 
fect of brake applied, 51 

Auxiliary reservoir leak, ef- 
fect of, brakes released. . 51 
Auxiliary reservoir will not 
charge 48, 186 

Blow at triple exhaust.... 51 

Blow at vent port 51, 53 

Blow through triple 189 

Brake applies and leaks off 

gradually 1^6 

Brake applies and then leaks' 

off 186 

Brake cylinder pressure, de- 
pendent on piston travel . . 118 

Brake does not apply 186 

Brake does not apply, how to 

make work 186 

Brake full set 24 

Brake release, how accom- 
plished 25 

Brake releasing 116 

Brake stuck 188 

Brake, to release it 24 

Brake valve, 1902 model 76 to 78 
Brake valve, description of 

59 to 71 
Brake valve, emergency po- 
sition 64 

Brake valve, equalizing piston 

jarring out of position 75, 78 
Brake valve, exhaust will not 

close 74 

Brake valve, graduating valve 

will not cut off 63 

Brake valve, handle works 

hard 73 

Brake valve, hard moving 
handle 73 



PAGE 

Brake valve, lap position . . 62 

Brake valve, leaky packing 
leather 74 

Brake valve, no reduction in 
service position 73 

Brake valve (new style), 
changes from older type.. 76 

Brake valve (new style), de- 
scription 76, 77, 78 

Brake valve (new style), 
parts 76 

Brake valve (new style), will 
not graduate 78 

Brake valve, old style. 79 to 83 

Brake valve (old style) pecu- 
liarities, troubles and care 

84 to 86 

Brake valve (old style), oper- 
ation 79 to 83 

Brake valve (old style), 
troubles 84 to 86 

Brake valve, parts' 58 

Brake valve, peculiarities, 
troubles and care . . 72 to 75 

Brake valve, posi'^i'^ns 55 

Brake valve posi^^ons, de- 
scription of 55 

Brake valve, pressure control- 
ling pump 72 

Brake valve, quick-release po- 
sition 66 to 70 

Brake valve, reduction made 
with service notches 73 

Brake valve, running position 61 

Brake valve, service position 62 

Brake valve, slow recharge. . 75 

Brake valve, test for leaky 
leather 74 

Brake valve, test for leaky 
slide valve 74 

Brake valve, Vaughn-McKee 

55 to 71 

Brake valve, which notch for 
service 57 to 64 

Brakes apply when not de- 
sir-ed 200 

Brakes sticking 199 

Brakes stuck 54. 189, 207 

Braking power and leverage 

231 to 247 

Braking power, car light and 
loaded 233. 234 

Braking power, cylinder pres- 
sure used in figuring 232 

Braking power, loss of , . . .^ . 53 



349 



250 



New York Air-Brake Catechism 



PAGE 

Braking power, percentage 
used 281. 232 

Braking power, proportion of 
levers' 239 

Braking power, to figure force 
acting on piston 233 

Burst hose 201 

Cam brake 213 

Cliarging auxiliaries on 

twenty-car train 184 

Charging auxiliary reservoir 

25, 26, 36, 184 

Charging train 193 

Cold wheels at foot of grade. 191 
Combined automatic and 
straight-air brake for en- 
gines and tenders : 

Use 137 

Necessity for it 137 

Operation 138 to 142 

Parts employed 138 

Coupling engine to train, 

proper method 192 

Cut-out cocks', when open. . 183 

Cutting out a car 188 

Cylinder lever 117 

Cylinder pressure, in emer- 
gency 53 

Cylinder pressure, with dif- 
ferent trainpipe reductions 

119, 120 

Dead lever 117 

Dirty triple valve, emergency 54 
Double check valve : 

Operation 140 

Location 139 

Double heading 208 

Duplex control : 

Additional parts neces- 
sary 156 

Operation of .... 156 to 158 

Emergency application, brake 
cylinder pressure obtained 53 

Emergency application, effect 
on if .cars are cut out. ... 49 

Emergericy application fol- 
lowing service 43 

Emergency application, un- 
desired 52, 54 

Emergency application, unde- 
sired. how to locate trouble 189 

Emergency application when 
service is desired. . . . 188. 180 

Equalization of pressures. . . . 228 

Excess pressure, lack of . . . . 103 

Excess pressure, too little. 72, 73 

Excess pressure, too much. 72 

Eailure of brakes, so called. 194 

Feed grooves closed 191 

Feed grooves, size of 26 

Feed grooves, use of 25 

Feed port of triple valve 

dirty 48 



page 

Fiber strain, to figure 228 

Formulae and rules. . .226 to 231 
Freight equipment, parts, 
names, and their uses 

113, 114, 115 

Graduating valve leak.. 51, 52 

Hand brake and air brake 

working opposite 125, 126, 127 
Hand brake and air brake 

working together 125, 126. 127 
High-pressure control : 

Use 149 

Braking power obtained 

with 149, 151. 152 

To obtain full braking 

power 153 

Operation of . . . . 151 to 155 
Light cars in train.... 152 

Hodge lever 118 

Hose couplings frozen 188 

Hose lining loose 194 

Hose, pulling apart 207 

How to operate signal. . 164, 165 

Improper response of whistle 

167, 168 

Leakage groove 118 

Leak by graduating valve 51, 52 
Leak, exhaust slide valve (old 

style) plain triple valve. . 31 
Leak in auxiliary reservoir, 

brakes applied 51 

Leak in auxiliary reservoir, 

brakes released 51 

Leak in hose coupling 186 

Leak in trainpipe on engine 

alone 208 

Leaks in a long train 187 

Leaks in trainpipe 187 

Leaky slide valve in brake 

valve 74 

Leaving air brake train on 

grade 128 

Leverage, short method of 

figuring 246 

Lever of first kind 234 

Lever of second class 236 

Lever of third class 237 

Levers, to figure fiber strain 

of 228 

Live lever 117 

Loss of braking power 53 

Main reservoir, advantages 

of large capacity 110 

Main reservoir, bad results if 

too small 109, 110 

Main reservoir, drainage.... Ill 
Main reservoir drain cocks. . 112 
Main reservoir, pressure car- 
ried 108 

Main reservoir, proper capa- 
city 108, 109 



Index. 



251 



PAGE 

Main reservoir, proper loca- 
tion 110, 111 

Main reservoir, table show- 
ing advantages of large ca- 
pacity Ill 

Main leservoir, use of 108 

Main reservoir, use of two.. 112 

No air in signal pipe 167 

Oiii cup, adjustment of 107 

Oil cup refusing to feed oil 107 

Oiling air cylinder 106 

Oil, use of in hose 187 

Outside equalized brake, to 

figure braking power. 214, 216 

Packing leather in brake cyl- 
inder leaks 186 

Passenger equipment .^4 

Piping 218 to 221 

Piston lever 117 

Piston travel adjuster 1^4 

Piston travel, advantages if 
long 125 

Piston travel, advantages if 
short 125 

Piston travel, as affecting 
brake cylinder pressure, 

118, 119 

Piston travel, disadvantages 
if long 125 

Piston travel, disadvantages 
if short 125 

Piston travel, effect on brakes' 
releasing 121, 122 

Piston travel, effect on econ- 
omical use of air 123 

Piston travel, effect on hold- 
ing power of retaining 
valve 131 

Piston travel, effects of if un- 
even 120. 121 

Piston travel, how adjusted 117 

Piston travel, how to deter- 
mine amount by use of 
hand brake 124 

Piston travel, proper amount 184 

Piston travel, running and 
standing 123, 124 

Piston travel, short at head 
of train 120 

Piston travel, short at rear 
of train 120 

Piston travel, standing 125 

Piston travel, table showing 
with different amount of 
travel and different train- 
pipe reductions 119 

Piston travel, taking up with 
hand brake 125 

Piston travel, variation per- 
missible 124 

Piston travel, what controls 
it 117 

Plain and quick-action triple 
A'alves in same train 8"^ 



PAGE 

Plain triple valve 14 

Plain triple valve. cuts, 

15, 17, 19, 27, 29, 31 
Plain triple valve, descrip- 
tion of parts and duties, 

16, 18, 20 
Plain triple valve, emer- 
gency application 28 

Plain triple valve, old style, 

29 to 32 
Plain triple valve, old style, 

operation 30, 31, 32 

Plain triple valve, old style, 

parts 28 

I'lain triple valve, old style, 

peculiarities and care 31, 32 
Plain triple valve on long 

trains 33 

Plain triple valve, operation, 

20 to 30 
Plain triple valve, parts.... 14 
Plain triple valve, release po- 
sition 25 

Plain triple valves, use of, 

28, 29, L'2 
Pressure, equalization of . . . . 228 
Proportion of brake-beam lev- 
erage, to find 243 

Proportion of cylinder lever, 

to find 243 

Pulling hose apart 207 

Pump, back leakage from 
high to low pressure cyl- 
inder 97 

Pump, cylinder head gasket 
leaking between high and 
low pressure cylinders, . 95, 96 
Pumps, diameter of cylinders, 

87, 89 
Pump, dirt on lower receiving 

valve 95 

Pump, discharge valve stuck, 

or broken 96 

Pump governor 99 to 102 

Pump governor, duty of regu- 
lating spring 99 

Pump governor, operation, 

99, 100, 101 

Pump governor, parts 99 

Pump governor, peculiarities, 
troubles and care .... 103, 104 

Pump, how to oil r6 

Pump. intermediate valve 

leaks 9.5 

Pump, intermediate valve 

seat loose 96 

Pump, lead piston 92 

Pump, leaky packing 94 

Pump, lift of air valves 92 

Pump, low efficiency 94, 95, 96 

Pump, names of parts 87 

Pump oil cup. operation .... 106 
Pump, pounding, causes.... 94 
Pump, practical efficiencv 

test ". 97 

Pump, pressure worked 
against 92 



252 



New York Air-Brake Catechism 



P V'>!5 

Pump refusing to work 108 

Pump, reversing rod broken. 97 

Pump slow to start 103 

Pump speed 97, 98 

Pump stopping 97 

Pump, test for back leakage. 97 
Pump, top receiving valve 

stuck from its seat 95 

Pamp, undesired reduction of 

speed 104 

Pump, uneven strokes. . . . 95, 96 

Pumps 87 to 93 

Pumps, operation .... 89 to 93 
I*ump&, peculiarities, troubles 

and care 94 to 98 

Pumps, service for No. 1 and 

•2 87 

QuiCK-ACTiox and plain triple 
in same train 33 

Quick-action triple valve, ad- 
vantages 33 

Quick-action triple valve, 
emergency application . 42, 43 

Quick-action triple valve, lat- 
est, description.... 43 to 47 

Quick-a-^tion triple valve, lat- 
est modifications 40, 44, 45, 46 

Quick-action triple valve, long 
trains 33 

Quick-action triple valve, 
operation 36 to 43 

Quick-action triple valve, 
parts 35, 36 

Quick-action triple valve, 
parts used in emergency. . 38 

Quick-action triple valve, 
parts used in service 36 

Quick-action triple valve, pe- 
culiarities, troubles and 
care 48 to 54 

Quick-action triple valve, re- 
lease position 35 

Quick-action, undesired 48 

Recharge slow 75 

Recording gage, operation, 

221 to 226 
Reducing valve : 

Location 148 

Use 138 

Operation 146 

Troubles 146 to 147 

Release of brake. . 32, 42. 43, 116 
Release of brakes on freight 

train 204 

Release of brakes on passen- 
ger train 203 

Release of brake, undesired, 

52, 50 
Reservoir, charging .... 25, 26 

Retainer pipe broken 187 

Retaining valve, defects that 

render it inoperative 132 

Retaining valve, gains in cyl- 
inder pressure due to its 
use 133, 134 



P VGE 

Retaining valve, how to test,. 132 
Retaining valve, location. . . . 129 
Retaining valve, maximum 

cylinder pressure using it. 134 
Retaining valve, operation of, 

130, 131 
Retaining valve, position of 

handle 129, 130 

Retaining valve, table show- 
ing gains in cylinder pres- 
sure 135 

Retaining valve, time to re- 
duce cylinder pressure.... 131 
Retaining valves, to test. . . . 185 
Retaining valves, use of, 

129, 133, 205 
Retaining valve, when to put 

in use 132, 183 

Retaining valve, where used . 129 
Rule to locate the middle 

hole in the cylinder lever. 241 
Rules and formulae ..226 to 231 
Runaway trains 204 

Signal reducing valve : 

Duty of 161 

Operation of 161 

Signal system : 

First form 159 

Parts on engine 160 

Parts on car 160 

Location of parts... 160, 161 

Signal valve, operation of, 
new style 165, 166 

Signal valve, operation of, 
old style 168, 164 

Signal whistle, where located 162 

Slack adjuster 124 

Standing piston travel 125 

Stops, to reduce different 
speeds to same speed.... 230 

Straight-air brake. 11, 137 to 149 

jjsQ 137 

Necessity for it '. 137 

Operation 138 to 142 

Parts employed 138 

Directions how to use... 142 

Straight-air brake valve : 

Cuts of 144 

Operation 143 

How to handle 142, 145 

Stuck brake, caused by retain- 
ing valve 182 

Stuck brake on engine 141 

Stuck brakes, 

188, 207, 54, 190. 189 

Stuck vent valve 54 

Supply of air for the sig- 
nal system 162 

Sweenev compressor : 

Object 173 

Operation 173 

Objections to 173 

Test for leaky leather in 

brake valve 74 

Testing retaining valves.... 185 



Index. 



PAGE 

Test of brakes', how much 
reduction 184 

Test of brakes, how to tell 
when it is time for 184 

Thermal test 191 

To find leverage required. . 243 

To find the proportion of 
brake-beam levers 243 

To find proportion of cylin- 
der lever 243 

To find the total brake-beam 
leverage 243 

To find total leverage 243 

To locate the middle hole in 
the cylinder lever 241 

Too much pressure on signal 
pipe 169 

To reduce stops at different 
speeds to same speed.... 230 

Total brake-beam leverage, to 
find 243 

Total leverage 226 

Total leverage, to find 243 

To test signal pipe pressure. 171 

Train handling, break-in- 
twos 207 

Train handling, cutting out 
driver brakes 207 

Train handling, double head- 
ing 208 

Train handling, first move 
when tipping over summit. 195 

Train handling, first step . . . 192 

Train handling, how much re- 
duction for the second .... 196 

Train inspection, how to con- 
duct 182 

Train inspection, how to 
couple engine to train .... 183 

Train handling, how to tell if 
angle cocks are open .... 195 

Train handling, how to tell if 
all cars are cut in 195 

Train handling, how to re- 
lease and recharge 198 

Train handling, how to save 
time 205 

Train handling, loss of brak- 
ing power 197, 198 

Train handling, poor holding 
train 195 

Train handling, proper 
amount of trainpipe re- 
duction 195 

Train handling, proper place 
to recharge 198 

Train handling, reversing en- 
gine 209 

Train handling, runaways. . 204 

Train handling, running over 
crossovers 204 

Train handling, start after 
stopping 204 

Train handling, sudden fall 
of train-pipe pressure. . . . 201 

Train handling, taking on 
cars 205 



«AGE 

Train handling, total amount 
of reduction 197 

Train handling, trainpipe 
leakage 201 

Train handling, turn table 
stop 202 

Train handling, two applica- 
tion method 202 

Train handling, use of emer- 
gency application 208 

Train handling, use of hand 
brakes with air 2<>G 

Train handling, use of retain- 
ing valves 20.J 

Train handling, water-tank 
stop 202 

Train inspection, leaks 187 

Train inspection, necessity of 193 

Train inspection, what should 
be done at completion. . . . 185 

Train inspection, why neces- 
sary 182 

Trainpipe leakage 201 

Trainpipe leak, effect of . . . . .50 

Trainpipe leak, effect of. 
brakes applied 50. 51 

Trainpipe leak, effect of. 
brakes released 50, 51 

Trainpipe leaks, how to test 
for 194 

Trainpipe reduction, effect if 
sudden 42 

Triple valve exhaust port, 
blows 51 

Triple valve, how to distin- 
guish 54 

Triple valve dirty 54 

Triple valve, feed port dirtv. 48 

Triple valve, frozen. ..32, 49, 188 

Triple valve, plain, new strle, 

14 to 28 

Triple valve, plain, old style. 

29 to 32 

Triple valve, quick-action. 33 to 47 

Triple valve. quick-action, 
peculiarities, troubles and 
care 48 to 54 

Triple valve, water in 49 

Triple valve, why so called. . 20 

Undesieed emergency. 

52, 54, 188. 180 

Undesired emergency, how to 
find faulty triple ^. 189 

Undesired quick-action .... 48 

Use of automatic and 
straight-air at the same 
time 141 

Valves 200 

Vent port, blow 51, 13 

Vent valve piston stuck.... 189 

Vent valve stuck 54 

Volume of cylinder 227 

Water brake : 

Power used 174 



254 



New York Air-Brake Catechism 



PAGB 

"Water brake : 

Use of lubricator 174 

Special care 174 

Passage of steam 175 

How to operate. .175 to 179 

Erection of piping 177 

Water brake for com- 
pounds 178 to 181 

Wheel sliding 199 



PAGE 

Whistle blows twice for one 

pull of signal cord. ...169, 170 
Whistle blows when brakes 

are released 170 

Whistle, cause of screech. . 170 
Whistle, constant blow.... 172 

Whistle, no response 168 

Whistle, one response when 
cord is pulled twice 168 



See 
Jidvertisement 

of 

New York Air Brake Co. 

on 
Two following pages. 



The 
New York 
Air Brake Co. 



C. A. STARBUCK, 

President. 
J. C. THOMPSON, 

Sec'yoTreas. 



riANUFACTURERS OF 

AUTOMATIC 
QUICK ACTION AIR BRAKES 

FOR 

LOCOMOTIVES, 

PASSENGER CARS AND FREIGHT CARS. 

Superior Quality and Reasonable Price. 



66 Broadway, NEW YORK. 
Fisher Building, CHICAGO. 



The 
New York 
Air Brake Co. 



THE 

AIR BRAKE 

PUMP 



IS THE SOURCE OF POWER— 
THE VERY ROOT OF AIR 
BRAKE EFFICIENCY* ^^ THE 



New York Pump Is 
Duplex 

A Coal Saver, A Quick Supplier, 
Simple, Durable, Smooth Working* 



IT WAS THE FIRST LARGE 
AIR PUMP MADE FOR 
HEAVY FREIGHT TRAINS* 



I!i£ New York Air Brake Co. 

66 BROADWAY, NEfV YORK 

C. A. STARBUCK, President J. C. THOMPSON, Secretary 



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LOCOMOTIVE 
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AN UP TO DATE CATECHISM ON RAILWAY BREAK- 
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22d Edition. Greatly Enlarged. 

Locomotive Catechism 

OR 

How to Run a Locomotive. 
BY ROBERT GRIMSHAW. 
PRICE, $2.00 

THIS book commends itself at once to every Engineer and 
Fireman, and to all who are going in for examination, 
"• or promotion. 

In plain language, with full, complete answers, not only all 
the questions asked by the examining engineer are given, but 
those which the young and less experienced would ask the 
veteran, and which old hands ask as "stickers." 

It is is a veritable Encyclopaedia of the Locomotive, is 
entirely free from mathematics, and thoroughly up to date. 

It contains Sixteen Hundred Questions with their Answers. 

PARTIAL TABLE OF CONTENTS. 

Definitions and Classifications ; The Boiler ; The Engine ; 
The Frame Running Gear ; Continuous Train Brakes ; Com- 
pound Engine ; Accidents and Emergencies ; Boiler Flues ; 
3oiler Attachments ; Dry Pipe and Throttle ; Steam Pipe ; 
Steam Chest ; Slide Valve ; Cylinder ; Tlie Rods ; The Piston ; 
The Exhaust and its Signs ; Cross-head Crank Pins ; Filing, 
Fitting and Lining Brasses ; Compound Engines.— Containing 
Ofiicial Form of Examination of Firemen for Promotion and 
of Engineers for Employment. (143 questions answered in 
detail . ) Many of the answers illustrated by engravings especially 
prepared therefor.— Nearly 450 Pages, over yOO Illustrations, 
and 13 Large Folding Plates.— Bound in Cloth, Price $2.00. 



NORMAN W. HENLEY & CO., 

PUBLISHERS, 

132 Nassau street, new YORK. 



APR H 1904 



